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Here’s what outer Division – one of our deadliest streets – will look like by the end of next year

Bike Portland - Fri, 06/08/2018 - 11:03

City of Portland visualization of SE Division looking east toward 130th.

The Portland Bureau of Transportation released a major update to their Outer Souther Division Multimodal Safety Project today. And as we hinted at back in November, the latest plans (now at 60 percent design) have added more auto parking and have loosened turning restrictions for drivers.

PBOT has also shared new before/after visuals to give us a better sense of what’s in store for this project.

“After” view of SE Division looking west at 84th.

In what has become a standard tool for PBOT’s communications team, the slick new “story map” lays out the reasons for the project. Top among them is safety:

“If you lined up all the cars that have been crashed on outer Division in the past five years,” the website reads, “they’d stretch from Portland City Hall to downtown Gresham. Division is one of the most dangerous corridors in the city for all modes, ranking #1 for total motor vehicle crashes, #2 for total bicycle crashes, and #1 for pedestrian serious injuries and deaths… On Division between SE 80th and SE 174th, nearly 1,000 people are involved in crashes every year (driving, walking, and/or biking). That’s almost three people every day whose lives are changed as a result of this dangerous street.”

To help cure this sick street, PBOT will add: 4.7 miles of bike lanes separated from other road users via a combination of plastic delineator wands and paint-only buffer strips; 13 new signalized crossings; 57 new street lights, 1.15 miles of concrete median islands, and add three miles of sidewalks. Those changes will complement two measures they’ve already completed: a lower speed limit (from 35 to 30 mph) and the presence of six speed reader boards and two speed cameras.



In the year or so since they first presented their plans to people who live, work and use Division Street, PBOT has been hearing feedback about how best to balance the need to protect human lives with the need for people to be able to conveniently use cars. Today PBOT has confirmed the following modifications to the design:

● The preliminary plans showed no on-street parking throughout the project area. The final plans bring back pockets of on-street parking where the design allows (space is created on one side of the street where U-turns occur).

● Working directly with businesses on Division [through the Division Midway Alliance], we have incorporated a few places where the medians will allow left turns in from Division while still restricting left turns out. In these special cases, business operations were determined to be severely impacted by the medians because the size of vehicles would not have been able to make use of the provided U-turn areas.

● Based on community feedback and further site analysis, traffic engineers determined that a full traffic signal at 125th would be warranted to facilitate safe turns and crossings.

Construction of this project is expected to start in early next year and be completed by the end of 2019. Learn more on the project website.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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Jobs of the Week: Velotech, Stages Indoor Cycling, Pedal Bike Tours

Bike Portland - Fri, 06/08/2018 - 09:17

You upgrade your bike, why not upgrade your job? Your career in Portland’s dynamic bike industry can start with one of the three jobs posted this week.

Learn more about each one via the links below…

–> Customer Service Manager – Stages Indoor Cycling

–> Showroom and Retail Store Lead – Cart Logic/Velotech

–> Shop Assistant with Bike Mechanic Skills – Pedal Bike Tours



For a complete list of available jobs, click here.

Be the first to know about new job opportunities by signing up for our daily Job Listings email or by following @BikePortland on Twitter.

These are paid listings. And they work! If you’d like to post a job on the Portland region’s “Best Local Blog” two years running, you can purchase a listing online for just $75. Learn more at our Job Listings page.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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BikePortland needs your support.


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Industry News Roundup: Vanilla’s ‘Build-Off’, PDW’s new bar bag, a bigger Beinn, and more

Bike Portland - Fri, 06/08/2018 - 08:41

Welcome to our latest roundup of local bike industry news. This column used to be called “Industry Ticker” but I don’t think anyone really understood the “ticker” part, so I changed it.

If you’re new to town (or to BikePortland), you might not realize that in addition to a lot of cool bike events and people riding bikes all over the place, we have a ton of bike-related businesses here. We have companies that make bikes, some that sell them, others that design cool things to attach to them, and much more.

Get to know a few of these companies in the roundup below…

➤ The Vanilla Workshop is having their first-ever “Build-Off”

The Vanilla Workshop, home of Speedvagen bicycles (and the occasional bike from founder Sacha White under the Vanilla Bicycles brand), has announced a novel event called the “Build-Off”. Workshop staffer Richard Pool tells us it’s a pet project and something the company has never done before.

The Build-Off a bike show that will consist of five Speedvagens spec’ed out by guest builders. Event attendees will vote on the best build and the winner will go into production as the next “ready-made” Speedvagen model. Builders include: The Vanilla Workshop, Golden Saddle Cyclery, Pretty. Damned. Fast., The Athletic, and Geoff McFetridge.

The Build-Off will be a great opportunity to tour The Vanilla Workshop and meet the creative and talented community behind some of the most beautiful bikes on the road.

➤ Portland Design Works’ new Bundle Roll

PDW has just added a new product to its lineup of clever and useful products. The Bundle Roll ($99) is a semi-rigid handlebar pack that carries overnighter essentials. Made out of 1000D Cordura and available in four colors, the bag attaches to your bars via a bracket and then uses straps to cinch tight your gear. It was developed by former PDW marketing director Jocelyn Quarrell, a veteran of many off-road adventures and co-founder of the Komorebi Cycling Team.

Learn more at



➤ Islabikes new, larger Beinn model

Designed for people up to 4-feet, 9-inches tall the new Beinn 27 ($649.99) from Islabikes expands the range of this versatile model. With 27.5″ wheels, the geometry of the Beinn 27 gives riders the same stand-over height as the Beinn 26 large version but delivers more speed and stability over rough stuff. “This is in line with Islabikes’ philosophy of getting riders on the biggest wheel size possible to gain the best advantage,” reads a company statement. The Beinn can be set up as a mountain bike, commuter, or all-arounder.

Learn more at

➤ Anniversary parties for Cat Six Cycles and Rivelo

With so much tumult on the retail side of things, it’s great to see niche and neighborhood shops surviving.

This Saturday (6/9), northeast Portland’s Cat Six Cycles (4831 NE 42nd Ave.) will celebrate their fourth anniversary with a party that starts at 5:00 pm. The full-service shop sells bikes from Surly, Masi, Soma, Simcoe and Pure City.

And Rivelo (401 SE Caruthers St.), a Rivendell bike and accessory specialist that also sells Bob Dylan LPs (go figure!), turns three this month. They’re hosting an “Anniversary Wing Ding” on Saturday, June 16th. Rivendell founder Grant Petersen (and other company staff) will join an easy group bike ride from the shop. After the ride, hang out and talk shop while listening to live music by an old-timey string-bad, and fill your tummy with hot dogs, snacks and assorted drinks. Free and open to everyone.

In other good, Rivelo-related news, a new brewery will soon be opening up right next door!

If you work in the local bike industry, please send us your news. We’re here to help promote your business.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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1984 Bike Tour: Day 27 – Beautiful scenery and never-ending hills

Biking Bis - Fri, 06/08/2018 - 06:00

HOUSTON, MO. - The hills in the Ozarks are bigger, steeper, and harder to climb than I expected. At Carl's Cafe in Eminence, Carl said we'd have to walk our loaded touring bicycles up these hills. No way. We pedaled -- very slowly.
Bruce isn't feeling well this morning, but I don't think that's holding us back. Gravity's doing that. .

This whole area of the Ozarks draws lots of whitewater adventure seekers. Current River is popular with tourists ...

Bike Happy: This weekend, Ballard Crit & Evergreen MTB Festival

Seattle Bike Blog - Thu, 06/07/2018 - 16:38

EDITOR’S NOTE: Thanks again to Brock Howell of Bike Happy for putting together this comprehensive weekly newsletter.

  1. The Evergreen Mountain Bike Festival is on Saturday and Sunday. Go to Duthie for the jump show, skills clinics, 50+ vendors, new bike demo rides, and more.
  2. The 25th Annual Ballard Criterium is on Saturday.
  3. Seattle’s bikeshare systems are a big success.
  4. Expedia will rebuild the Elliott Bay Trail near its new headquarters.
  5. The bike network should be built with repaving projects, says Andres Salomon.


A driver killed Constantin Dragomir (57yo), who was biking in a marked crosswalk on Auburn Way S and Fir Street SE in Auburn. Auburn Reporter, KOMO, KING5.

  • “12 uses for corn starch in a bike shop,” Recycled Cycles.
  • “9 beginner bike rides in Seattle,” Curbed.
  • “5 cool things from Topeak, Julbo, WTB and Compass Cycles,”
  • “3 facts to know about electric bikes,” Montlake Bikes.
  • “May 19th’s Cougar Attack,” Evergreen MTB.
  • “Join us June 9-10 for the 9th Annual Evergreen Mountain Bike Festival!” Evergreen MTB.
  • “Our Biggest Event of the Year! This Weekend!” Evergreen MTB.
  • “In the absence of a bike lane, what does the law say about where you should ride?” TNT.
  • “Bike2Health classes, rides in Edmonds, Lynnwood and Mountlake Terrace this summer,” MyEdmonds.
  • Seattle
    • In preparation for legislation to establish a permanent policy for the dockless bikeshare systems, SDOT presented to Seattle City Council the results of its bikeshare program. During the first six months of the program, 468,000 trips were taken. Based on a statistically valid survey to 600 people in February, one-third of Seattleites have ridden a bikeshare bike, and one-third are willing to try a bikeshare bike. 74% of respondents have a positive view of the bikeshare system. Urbanist, SBBSTBGeekWire, KOMO, KING5, CHS BlogSeattle Business Mag.
    • The Seattle Aquarium cleaned up the waters around its Pier 59 building, and found a couple trashed bikeshare bikes. KIRO.
    • In building its new headquarters, Expedia will upgrade the Elliott Bay Trail. This work will require a detour for people biking from July 18, 2019 to fall 2019. PSBJ, PRN.
    • SDOT will repave and improve the safety along Sand Point Way NE, but most recent designs pulled back on improvements like adding bike lanes. A recent pedestrian death brings new urgency to moving forward with the full safety improvements. City Living.
    • SDOT will repave arterial streets in the Green Lake and Wallingford neighborhoods and add protected bike lanes for many of the sections next year. SDOT is currently at about the halfway stage for designing the safety improvements and is seeking public input. Wallyhood.
    • Former mayoral candidate Andres Salomon calls for installing protected bike lanes with every arterial repaving project. Urbanist.
    • SDOT may (or may not) add new rapid-flashing beacon crossing 30th Ave SW & SW Barton St as part of a school zone safety improvement to Roxhill Elementary. WSB.
    • “A Near-Term Action Plan for city & regional commuters [in Downtown],” SDOT.
    • SDOT has used Strava data to plan the city’s bike network. GovTech.
  • Eastside
    • Kirkland will install its first neighborhood greenway on NE 75th Street in the South Rose Hill neighborhood this summer. Kirkland Reporter.
    • A recap of the Raging River Mountains Bike Trails Grand Opening. Evergreen MTB.
  • Snohomish County
    • A new ferry terminal will open next year in Mukilteo. The new vehicle parking layout should reduce the back-up of car traffic on the Mukilteo Speedway, and the project includes bike/walk improvements. Construction Equipment Guide.
  • Pierce County
    • Video of Foothills Trail Grand Opening. PCTV.
  • Kitsap
    • WSDOT seeks public input on potential transportation projects, including the Sound to Olympics Trail. BI Review.
  • The 25th Annual Ballard Criterium is this Saturday. NW in Motion.

Bike Maintenance & Retail
Mechanics & Retail Staff, Gregg’s Cycles

Bike Product Industry
Sales and Marketing Specialist, Sportworks
Director of Sales and Marketing, Sportworks

Bike Education & Training
Major Taylor Ride Leader/Instructor, Cascade
Summer Camp Head Counselor, Cascade
Summer Camp Counselor, Cascade
Counselor-in-Training (Seasonal), Cascade
Bicycle Specialist – Recreation Leader II, City of Auburn

Commute Services & Other Outreach
Sounders FC Bike Valet Parking Manager & Assistants, Bike Works
Transportation Program Coordinator (Temporary), City of Kirkland

Policy, Planning, & Engineering
East King County Policy Manager, Cascade
Designer – Level 1, Alta
Group Leaders – Senior Associates, Alta
Transportation Engineer, City of Mercer Island
Supervising Project Manager, SDOT

Communications, Development, & Management
Contract Grant Writer, Bike Works
Development & Communications Coordinator, Bike Works
Program Coordinator, Bike Works
Individual & Annual Giving Manager, Cascade
Staff Accountant, Cascade


Subscribe here to get the Bike Happy newsletter delivered to your inbox every Thursday.

The SW Corridor project DEIS is out: Here’s what the bikeways look like

Bike Portland - Thu, 06/07/2018 - 15:46

Visual from DEIS that shows Barbur Blvd at the Barbur Transit Center.

The SW Corridor Project has reached a major milestone with the release this week of its Draft Environmental Impact Statement — a required step for the estimated $2.8 billion, 12-mile TriMet MAX light rail project to receive federal funding.

The plan has been seven years in the making and once complete (possibly around 2027), the new line would go from downtown Portland’s transit mall to Tualatin via Tigard. As proposed, the route would go along Barbur Boulevard until the Barbur Transit Center (at SW Capitol Highway) and then cross over I-5 on a new bridge that would run southwest along the freeway to Tigard before crossing Highway 217 and heading south to Bridgeport.

When the Portland region has built previous light rail lines, new bike lanes followed. The Yellow Line up Interstate got us new (albeit crappy and narrow) bike lanes, and the Orange Line came with an unprecedented investment in bikeways. Throughout planning for the SW Corridor, active transportation advocates have watched closely and sat on advisory committees to make sure the project would result in not just a new high-capacity transit line; but high-capacity bikeways as well.

The project won’t fix the bikeway gaps on Barbur Blvd.

There’s been hope for years that this project would finally bring relief to the white-knuckle riding conditions on Barbur Blvd north of downtown Portland. The road in the “Barbur Woods” section has four standard lanes and no shoulder or bike lane over two closely-spaced trestle bridges. The bike lane gaps force riders into a shared lane where people often drive 50 mph or more.

To deal with this issue it looks like Metro has chosen to simply avoid it. A “refinement” made to the proposal would move the alignment to the east side of Barbur Boulevard for about a mile in the woods section on a new, aerial structure. In the DEIS, Metro says the decision to leave Barbur at this location was done to save money, gain “constructability advantages” (the old bridges won’t support the weight of MAX trains) and to avoid replacing the trestle bridges, which are likely to trigger historic structure requirements.

This means the Vermont and Newbury bridges won’t get improved with this project. What about the new aerial bridge TriMet would build? According to the Southwest Portland Post, a Metro planner said at a recent advisory committee meeting that it would only carry trains. “The older viaducts cannot be retrofitted,” Metro’s Matt Bihn said in the Post (much to the chagrin of advocates in the room). “Widening them is not an option. Again, it’s a matter of budget.”



As for other sections of the project, the DEIS included some before/after visuals (below) that give us a hint of what’s in store in terms of bike facilities:

➤ Barbur Woods

➤ Barbur Transit Center

➤ Beveland

➤ Scoffins

➤ 53rd Avenue

As you can see, these bikeways look rather underwhelming.

A 45-day comment period has been opened on the DEIS and Metro is hosting a series of open houses and info sessions so you can learn more about it and give informed feedback. The next open house is Tuesday June 26th at Markham Elementary School from 6:00 to 8:00 pm (more info here).

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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Assos Introduces the XC Collection

Bike Hugger - Thu, 06/07/2018 - 14:03

And, if you need any further proof of traditional road being dead, Assos introduces the XC collection for mountain biking.

That’s Assos, a legend of road. The brand that invented Lycra kit.

For me, I think it’s great, as I’m spending most of my time riding in the trees, instead a road shoulder. I’ll have demo kit to try soon enough, until then here’s the news.

Assos launched the line with Women’s sizing too. The shorts are priced at $229 and the Jerseys are $159.

XC Short Sleeve Jersey, Men’s

Crafted using a proven lightweight Stripe fabric, this off-road specific jersey offers optimum breathability, keeping you cool on the steepest ramps. The underarm features an ultra-breathable 3-mesh fabric, while on the back of the jersey, the triple ramp pockets provide ultimate security while riding over rough terrain.

XC Bib Shorts, Men’s

Mountain biking, trail riding, or gravel grinding; these off-road XC bibs are tough, lightweight and highly breathable. Employing the ripstop, high abrasion-resistant and breathable dyneRope fabric (a material stronger than steel), these shorts are highly efficient at wicking sweat away from the body, making them the ideal choice for high output use during the summer months. Paired with a heavier skinFoil base-layer and leg Warmers, the XC Bib Shorts can also be your go-to short as the temperatures drop. The MTB-specific insert sits slightly further forward than its road counterpart and is composed of 10mm memory foam, offering optimum comfort in the saddle.

XC riders, gravel, and really anyone can now experience high-class performance and Assos quality at a lower price point with this new collection.

That price point is the biggest news. Assos regular road shorts cost $219.

Considering the price point, I have Assos kit that’s over a decade old. If you take care of it—hand wash, never dry—they’ll last forever.

The post Assos Introduces the XC Collection appeared first on Bike Hugger.

PBOT shares final ‘Enhanced Transit Corridors’ plan, the latest piece of the low-car puzzle

Bike Portland - Thu, 06/07/2018 - 13:18

Buses need dedicated lanes too, so something’s gotta’ give.
(Photo: Jonathan Maus)

When the Portland Bureau of Transportation (or any government agency for that matter) doesn’t have the public and/or political will to do something they know needs to be done, they will often create a plan. Once adopted, plans give the agency the foundation of policy and information needed to bolster their case both internally and externally. Such is the case with their Enhanced Transit Corridors Plan, which is now complete and headed to City Council for adoption on June 20th.

“If you want to move across the city while taking only your fair share of scarce street space, there are two ways to do it: 1. Use a vehicle that’s not much bigger than your body, like a bicycle. 2. Share a vehicle with lots of other people, like transit.”
— from the executive summary

Last month we shared PBOT’s new guidebook on protected bike lane designs that will help its engineers and planners build more of them. On Monday we shared the Bureau of Transportation’s plans to hasten the development of streets with dedicated space for bicycling. And today PBOT has released the final version of its Enhanced Transit Corridors Plan, which we covered in more detail back in March.

Like the Central City in Motion plan, the Enhanced Transit Corridors Plan (ETC) seeks to codify PBOT’s intentions to make significant changes to our streets. These plans take on extra significance because the future they envision — more space for cycling and buses — will lead to less space for driving. This required change is such a dramatic shift that PBOT put extra effort into the narrative framing of the ETC Plan. In fact, they hired noted transit expert Jarrett Walker to write the executive summary.

Here’s the prologue, which comes after a page with the words, “Portland faces a crisis of freedom and opportunity,” in all caps (emphasis theirs):

Freedom means freedom to choose. We want to choose our careers, schools,friends, groups to belong to, and places to shop. You can also use the word opportunity to describe those same things.

But we have choices and opportunities only if we can get to them. Our crisis is that the places we need and want to go to are becoming harder to reach.

The city is growing denser, and density means more people trying to travel down every major street.

But the space available for travel can’t grow with population. The options for expanding travel space – widening roads or building tunnels and viaducts – cost a fortune and sometimes damage our city. Mostly we have to get better at sharing the space we have.



(Gallery of visuals taken from the plan. Click for larger versions.)

The summary then spells out the basic math that too much single-occupancy driving simply doesn’t fit in Portland (both figuratively and literally). One of my favorite passages asks, “So how can we share space?” and then says, “If you want to move across the city while taking only your fair share of scarce street space, there are two ways to do it: 1. Use a vehicle that’s not much bigger than your body, like a bicycle. 2. Share a vehicle with lots of other people, like transit.”

PBOT needs to share stuff like this more often.

I love this direct talk. Finally PBOT is not beating around the bush when it comes to the truth about driving’s impact on all Portlanders. The storytelling in the ETC plan is great, and storytelling will be an increasingly crucial part of PBOT’s job as we push forward into peeling people’s hands off their steering wheels.

In this plan, PBOT isn’t only sharing hard truths about how we get around. They offer candid self-reflection about their role in creating the mess we’re in. They accept blame for the two main causes of bus delays. “On traffic congestion and friction, though, the City of Portland must lead. These kinds of delay are caused by street design, traffic signals, and sometimes law enforcement. The City mostly controls these things, so the City must lead in addressing them.”

How will PBOT lead on these issues? The plan is also open and realistic about how hard that will be.

“The street design changes needed to improve speed and reliability have monetary costs, but the real challenge is the impact on other modes of travel and other street uses. Where transit needs more space, it will most likely take space that’s now being used for another purpose, often as traffic lanes, signal time or on-street parking. There are many ways to mitigate these impacts but in most cases, there is no way to avoid them entirely.”

The summary then gets into the City’s modal hierarchy, a.k.a. the “transportation strategy for people movement, which was adopted as policy 9.6 in the 2035 Comprehensive Plan. That hierarchy says when it comes to which modes have the most heft when it comes to making decisions about doling out right-of-way walking comes first. Then cycling, then transit, than various types of shared vehicles like AVs. Single-occupancy cars are at the very bottom.

The ETC Plan isn’t all just a paean to transit and rant against the negative impacts of too much driving, it also has concrete recommendations, a design toolbox, and maps that illustrate exactly where and how Portland can make transit work better. The hard work of actually reducing driving space to make way for better transit is still to come; but this is a start.

And when combined with record amounts of new revenue, a stronger footing for protected bike lanes, and a long list of street projects already in the queue, PBOT is poised to finally get its groove back. Here’s to hoping.

If better transit would impact your life, please consider showing up to City Council on June 20th or sending in written testimony to the Council Clerk at with a cc to

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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Weekend Event Guide: Pedalpalooza picks, Joyride, PDW Omnium, and more

Bike Portland - Thu, 06/07/2018 - 10:04

(Photos: Jonathan Maus)

The Weekend Event Guide is sponsored by Abus Bike Locks. Thanks Abus!

How’s your Pedalpalooza going so far? By all accounts the rides have been great with big turnouts and leaders who’ve kept them interesting and fun. Of course we’re just one week in so hopefully you have paced yourself to keep up with all the action.

If you’d rather escape the city, we suggest heading for wine country for the Joyride (by Cycle Oregon) or the Whiskey Run MTB Festival.

And we’d be remiss to not share a special shout-out to Dan and Dave’s Wedding Ride on Saturday. This dynamic duo of bike fun will tie the knot while pedaling around Ladd Circle!

Get all the details below…

Saturday, June 9th

➤ BP PICK! Joyride by Cycle Oregon – All day at Stoller Winery in Dayton
With three new routes to choose from, all based at the beautiful Stoller Family Estate winery, this is an event you and your friends don’t want to miss. It’s a one-day celebration of women and bikes hosted by the always impeccable Cycle Oregon. More info here.

➤ BP PICK! Whiskey Run MTB Festival – All day, based at Bandon Brewing
The new Whiskey Run singletrack trail system on the Southern Oregon Coast is begging to be ridden. This event is your chance to check it out with expert guides leading the way and all related festival trimmings. More info here.

Adaptive Bikes, Trikes and Tandems Ride – 10:30 am to 1:00 pm at Vera Katz Statue on the Esplanade (SE)
This ride is about making cycling accessible to everyone. Expect a casually-paced, six-mile ride where all bikes and people are welcome. If you need a bike, check one out via the Adaptive Biketown program which is located near the start on the Esplanade. More info here.

Chrome DKlein Forest Ramble – 11:00 am to 2:30 pm at Chrome Portland Hub (SW)
Get to know Chrome collaborator, Cadence creator, and artist Dustin Klein. Expect a 12-mile out-and-back on Leif Erikson through Forest Park followed by an exhibition of Klein’s graphics and a premiere of his new short film, “It’s Getting There.” More info here.

Dan and Dave’s Wedding Ride – 1:30 pm at Salmon Street Fountain (SW)
Dan Mallery and Dave Morgan are bike lovers par excellence — and they also love each other. Their special wedding ceremony will happen while biking around Ladd Circle Park with a few hundred friends on bikes. Everyone is welcome to this special occasion that’s sure to put a smile on your face and a good feeling in your heart. More info here (FB).

Hoops and Hops – 4:00 pm at Albina Park (N)
Remember playing Knockout on the playground? This ride will hop from park-to-park and brewery-to-brewery and alternate between baskets and beer. More info here.


--> Sunday, June 10th

Zoo Hill Bomb Kids Ride 8:45 am at SW Knights & Kingston parking lot in Washington Park (SW)
Because going downhill is fun for all ages and at all times of day! And who says the downhills in Washington Park are only for those crazy Zoobombers?! Grab the kiddos and meet in the park for a few fun runs. Ride leader says there will be stops to smell the roses. More info here.

Project Hero Ride – 9:30 am at VA Portland Health Care System (SW)
Portlander Dennis Connors is hosting a ride to honor wounded veterans. See to learn more about how these rides are a national movement to help people recover and reconnect via bicycle! More info here.

Cully Neighborhood Farm Tour – 9:30 am at Simpson Street Farm (N)
Discover the rural pleasures east of 42nd Avenue. This part of our city is surprisingly farm-y with many large properties that have vast produce and veggie gardens as well as animals. Four farms included in the family-friendly route and the tour should last about two hours. More info here.

PDW Omnium – 11:00 am to 4:00 pm at Alpenrose Velodrome (SW)
Annual track race that’s nearly as much fun as it is to race. Come out and enjoy a full day of exciting race action and a fun, down-home BBQ. More info here.

Cargo Bike Roll Call – 1:00 pm at Clinton City Park (SE)
Represent your kid-hauler, cargo-beast, bakfiets, longtail, or whatever extra-big, extra-cool bike you love. Learn from other cargo aficionados and ride en masse on a short (and flat!) route before hitting a kid-friendly pub for food and drinks. More info here.

Atlas Obscura Ride – 2:30 pm at Clinton City Park (SE)
This ride will explore hidden corners of Portland — including “at least one quirky museum.” Bring cash for admission. Space is limited to first 25 people so RSVP to is requested. More info here.

Stay plugged into all the bike and transportation-related events around the region via our comprehensive event calendar.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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1984 Bike Tour: Day 26 – Ups and downs in the Ozarks

Biking Bis - Thu, 06/07/2018 - 05:35

OWL'S BEND, MO. - If you could pick a time to be sick, it probably wouldn't be the day you're pedaling the rollercoaster hills of the Ozarks.

We left Johnson's Shut-ins in a light drizzle and immediately started climbing. A little while later, a carload of Boy Scouts who we camped with the night before pulled up alongside me, and they said my friend was way down the road. I waited for him, and when he caught up, Bruce said he wasn't feeling well. After that, we took it real slow. ...

City releases $8 million list of Safe Routes to School projects

Bike Portland - Wed, 06/06/2018 - 15:18

Projects in all 11 school clusters in Portland. See the interactive map here.

In what they’re calling a “major milestone,” and for the first time since the program began in 2006, the City of Portland has identified and published a list of Safe Routes to School projects that are funded and queued up for construction.

A neighborhood walk in north Portland organized by Oregon Walks helped PBOT gather local knowledge about what projects to fund.
(Photo: Oregon Walks)

With $8 million from the Fixing Our Streets program (funded by a local gas tax and a heavy vehicle use tax), PBOT will start building 88 projects this summer aimed at making it easier for people to access schools. The projects — whittled down from a list of over 1,200 — will be built around schools throughout the city, from Sitton Elementary in St. Johns to Patrick Lynch Elementary on our eastern border with Gresham.

PBOT worked with school communities and an advisory committee in a year-long public outreach process to find “priority investment routes” leading to every one of the over 100 public elementary, K-8 and middle school campuses in the city. Criteria that helped projects score higher included equity, safety impact, and student/route density. For the hundreds of other projects that didn’t make the first phase construction list, PBOT will identify other city, regional, state, and federal funds to build them. The recently passed, $5.3 billion statewide transportation package passed last year includes $10 million per year for Safe Routes projects and rules for spending those funds are currently in draft form.



During public outreach PBOT says the top concern they heard was unsafe crossings. Missing sidewalks and traffic speed were also cited as major concerns. A PBOT website that includes the interactive map of all the projects says, “Students and families consistently said they prefer not to walk more than one or two blocks out of their way to use a better route or crossing.”

The online map lists projects by the 11 school “clusters”.

Check out the map that lists both funded and unfunded projects here.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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Adventures in Activism, our new column edited by BikeLoudPDX

Bike Portland - Wed, 06/06/2018 - 11:05

[Publisher’s note: I’m happy to introduce a new column — Adventures in Activism — to highlight more of the vital, in-the-trenches work of grassroots activists. The column will be edited by BikeLoudPDX volunteers Emily Guise and Catie Gould; but they won’t be the only writers. If you’re working to make streets better, please get in touch so we can share your voice. In this first post, Emily and Catie share how they got involved. Stay tuned and thanks for reading. – Jonathan]


Emily Guise.
(Photo: Jonathan Maus)

➤ by Emily Guise

My bike advocacy career started on North Williams Avenue. In 2011, I was living in inner north Portland, had just started a new job downtown, and was going to school in Gresham. I rarely rode during rush-hour before; but now I was part of the pack going in-and-out of the central city. I began to hate my bike commute: people behaved dangerously, traffic was noisy, and I felt scared riding in skinny bike lanes. Riding up Williams was the worst. Its thin bike lane was sandwiched between impatient rush-hour commuters in big SUVs and parked cars whose drivers obliviously flung their doors open. Having to be on high-alert just to get home safely was exhausting. I disliked how angry I felt while biking and I knew I couldn’t continue this way.

After finding from a Google search, I had become an obsessive reader, checking it often, trying to understand how transportation worked in Portland. Why were things that seemed so simple to me so hard to do? I wanted to add more bike lanes! Make them feel safer! Have them go where people want to travel! But it felt like howling into a void.

So when I saw the Williams Ave project open house announcement on BikePortland, I had to go. I was overjoyed to hear that the street I despised was going to be redesigned.

Remember when Williams had skinny, door-zone bike lanes?
(Photo: Jonathan Maus)

I wanted a complete redesign: protected bike lanes, less bus/bike interactions, distance from the loud, large vehicles and distracted drivers, and better parking management. It took all of my willpower to not rant at the Portland Bureau of Transportation (PBOT) employees working at the event about the many failings of the street. I felt more passionate about this project than I had about anything for years. It took me completely by surprise.

I learned a lot on the Williams project — not just about streets, but about the importance of understanding how they’re used and who uses them. In the end, the redesign didn’t include everything I wanted, but that only fueled my desire to participate more and fight harder next time.

This passion was why, in August 2014, I found myself at a pub with about 40 other people who were also interested in making Portland better for biking. It was the start of a new group that would be named BikeLoudPDX (which just so happens was started by Alex Reed in a BikePortland comment thread).

First meeting of Bike Loud PDX in August 2014.
(Photo: Jonathan Maus)

I was shy about my lack of experience and I almost didn’t go to that first meeting. I knew that I wanted to channel my anger into something positive, and it seemed like getting together with like-minded people was the best way to do it. Being with other people who could talk as obsessively as I could about bike stuff — and who had a better grasp on the history and context of bike advocacy in this city than I did — was electrifying. I wanted more.

After BikeLoudPDX found momentum in their fight for upgrades to the SE Clinton Street neighborhood greenway, I felt even more inspired. The new diverters we helped get installed made a real difference to people’s safety. I felt a sense of community, which had been lacking in my life since moving to Portland in 2008. I’d been looking for my people, and it felt like I’d finally found them.



➤ by Catie Gould

Catie in Paris.
(Photo courtesy Catie Gould)

I bought my first adult bike when I moved to Portland in 2012. I lived right off Clinton Street and was following the parking debates along SE Division in the SE Examiner newspaper. That’s where I saw the notice for a meeting series about the new Orange Line light rail project. I rode to the Willamette River often, but to get there I had to turn onto Division for a few blocks. It was my least favorite segment and I thought maybe, just maybe, I could help get it fixed.

I walked into the meeting alone, and nervously brought up the lack of a bike connection as we introduced ourselves around the table. Turns out PBOT was working on a bike improvement, but it had only been added to the plan a few weeks prior.

At a later meeting a planner rolled out the blueprint of the new SE 8th and Division intersection across a table for me to look at. “This intersection doesn’t make sense to me. I would want to bike this way,” I said, tracing my fingers over the blueprint. “It’s too late, the construction has already started. It was a lot of work to negotiate with the railroad,” the staffer replied.

The first annoyance that reeled me into advocacy.

Lesson #1: Most of advocacy work is timing.

I was unsure if my feedback had made any difference, but it felt like I had been close. I signed up for project email lists, and attended any public meeting that looked interesting. I often felt like I was in the wrong place and asking questions everyone else already knew the answer to.

Meanwhile, I embraced all things bike. Pedalpalooza became my primary vehicle for making new friends. I struggled through the beginners’ field in cyclocross racing, firmly holding down the end of the pack. Another racer, Rebecca Hamilton, brought me to BikePortland Wonk Nights where I met other people who discussed transportation policy for fun.

I could no longer deny I was falling down a rabbit hole when I kept taking photos of intersections while travelling through Europe. While Portland’s bike share had been put on hold again, I rode on systems in Stockholm, Paris, and Tel Aviv. I rode with the rush-hour flow, changing direction only when I had gone too far.

Volunteering with Better Block.

I rerouted my trip to be in Paris for the first “Journée sans ma voiture” (Day without a car), one of the initiatives spurred by record levels of smog that encircled the Eiffel Tower six months earlier. I kept riding outside of the zone and taxis were still allowed, but the transformation was clear to see and hear.

I returned to Portland as winter began, feeling adrift. Hoping for inspiration and connections, I took a day off to attend the 2016 Oregon Active Transportation Summit (OATS), and that’s exactly what I got. I sat next to Ted Buehler at lunch, a co-chair of BikeLoudPDX, then I went to a presentation by Better Block PDX in the afternoon. Each of their projects seemed more effective than the meetings I was attending; implemented at a speed the city couldn’t match. A few months later, I was lugging traffic cones up and down Broadway to help create a temporary protected bike lane and floating bus island on a major commercial street.

The two years since have been a blur.

In Portland, while transportation innovation is seemingly stuck in traffic, new advocacy organizations have emerged to push the city forward. The Portland Bus Lane Project, Andando en Bicicletas en Cully, BikeLoudPDX, Better Block PDX and others have come to the forefront in the past five years.

The next few years are going to be a wild ride with potentially game-changing projects all over the city. If Portland joins the urbanization revolution sweeping cities around the world, it will only be because of citizens who care and keep asking for more.

BikeLoudPDX is excited to bring you this column. It took a village to inspire us to get more involved with advocacy, now want to help to help more people learn how to transform our city.

— Catie Gould and Emily Guise

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Mark V and the Tale of the Dropped Chainstay

Bike Hugger - Wed, 06/06/2018 - 08:52

It seems like new gravel bikes are popping up everywhere, including the recently debuted Salsa Warbird version 4 and a lot of them are obviously influenced by Open Cycles’ UP and its design sibling, the 3T Exploro. The key features are dual 700C/650B wheel compatibility and the dropped drive side chainstay, but to be honest neither idea originated with the UP.

As early 2012 Bike Hugger has been interested in dual 700C/650B-capability, but there is virtually no way to fit a 650B x 2.1″-ish tyre AND a 50/34 chainring set without some kind of clever trick at the rear triangle. All gravel bikes that aspire to combine nimble handling with big volume 650B tyres must overcome the problem of the tyre, chainstay, and chainrings competing for the same space.

Assuming a chainstay length of about 425-430mm, the tyre’s maximum width is right where the chainrings of a compact double road crankset sit. Designers of metal frames have sometimes chosen to replace the portion of the right chainstay tube closest to the bottom bracket shell with a plate to make the thinnest possible section in that critical area (example: Kona Rove). Gerard Vroomen and Open Cycle chose to approach the issue as a 3-dimensional problem, using the virtually limitless shaping of carbon fibre to detour the path of  the drive-side chainstay below the point where the chainrings and rear tyre are closest. The resulting dropped chainstay had been used before in a variety of MTB designs, but the Open UP was the design that really made it a thing when combined with dual wheelsize-capability. Since then more and more companies have used the dropped chainstay as a solution for gravel bikes, all while trying to pretend they had not been influenced by Vroomen’s Open/3T designs.

Salsa debuted their new Warbird at the Dirty Kanza this past weekend. The Warbird’s dropped chainstay . A dropped chainstay takes a detour underneath the point where the tyre & chainring are closest, here on a 3T Exploro.


This titanium Kona actually has far more chainstay clearance than one could ever need for a gravel bike. No gravel bike needs room for a 53/39 chainring set You can see that the portion of the right stay closest to the bottom bracket replaces the titanium tube with a machined plate, which gives better clearance for both tthe rear tyre and the chainrings.


Dropped chainstay in Genesis’ Fugio steel frame

UK brand Genesis put a dropped chainstay on their Fugio steel adventure bike, but for the most part you don’t see too many dropped chainstays on metal bikes. Whether steel, aluminium, or titanium, the higher yield strength versions of those respective alloys usually tend to be less tolerant of heavy manipulation, and getting smooth curves without any rippling in the tube is not easy anyways.

I wouldn’t be surprised if the Genesis Fugio uses a a non-heat treated chromoly or even “high-ten” steel for the right chainstay, which means thicker wall and heavy. Similarly, I have yet to see any well-known titanium framebuilder attempt to bend a titanium chainstay to that extent, though Seven Cycles recently debuted the “2×2 Scrambler”, a 700C/650B gravel bike that uses a segmented right chainstay. The first quarter of the chainstay is a tube trailing the bottom bracket angled well down to provide the chainstay drop, then a second tube is welded on at almost a 90deg angle to connect to the right rear dropout. In the picture below the bike is seen with a 1x crank, but the Scrambler has the clearance to fit a 50/34 compact road crank.

Seven Cycles’ “2×2 Scrambler” gravel bike has a right chainstay formed from two separate tube segments

While it is true that dropped chainstays pre-date the Exploro, not all dropped chainstays have had a legitimate function. As the venerable Schwinn brand struggled to keep up with a changing market in the late ’80s and early’ 90s, they tried to parlay a “Paramount Design Group” label into a successful mid-priced line of mtb and road bikes. Their mountainbikes’ chainstays had just enough drop to be visually noticeable, though I forget what the purported design goal was supposed to be….I think maybe chainstay slap reduction? You can see in these photos of a PDG Series 90 mtb that the bend in chainstay is too far aft of the chainrings to provide any real advantage for tyre clearance. And anyways, making a rear triangle with 425mm chainstays and clearance for 26 x1.95-2.1″ tyres is a relatively easy compared to the 3T Exploro’s 27.5/650B x2.1″ tyre on 415mm stays, especially considering the Schwinn had smaller rings on a wider chainline. A 50/34 compact road crank puts bigger rings closer to the centerline of a bike, and that leaves precious little space for a chainstay to live between the chainrings’ teeth and a knobby tyre.

However effective the “G-Force” chainstays may or may not have been 20 years before clutched rear derailleurs, the PDG-series couldn’t save Schwinn from sinking into bankruptcy.

A footnote in bicycle history: a mountainbike frame from Paramount Design Group (not made in America) The right chainstay is made from steel tubing and snake oil.

One extreme example of dropped chainstays is the early 1950s Viking SBU Tracker (photos courtesy of Bainbridge Island’s Classic Cycles).  A track bike catering to that contemporary British fetishism for short chainstays, the SBU Tracker used two sets of chainstays placed well above and below the bottom bracket shell. The lower pair of chainstays is brazed onto the down tube which extends well behind and below the bottom bracket. Undoubtedly Viking could have achieved an equally short rear triangle with conventional chainstays, but the SBU is undeniably striking. Surprisingly (or perhaps not), Viking’s track bike design was reputed to be neither particularly stiff nor lightweight.

10/10 style; 4/10 functionality Proof that questionable engineering existed before NAHBS

Conversely, the whole chainring/tyre/chainstay length conundrum can vary drastically by changing either the number of chainrings or moving the chainline farther outboard. In other words, if a gravel bike frame were designed around either a 1x crankset (fewer rings) or a mtb crankset (wider chainline), the whole spatial puzzle would be make the chainstay shaping considerably less complicated.

For a custom framebuilder like Davidson Bicycles, there is the advantage of designing a bike frame for a specific customer and intended drivetrain. That is to say, 1x makes things way easier. If the client plans to only run a single chainring, the chainstay can be moved outboard to leave more room for the tyre. This allows the relatively short chainstay length and the voluminous 650B tyre without than resorting to asymmetric chainstays at all. Though carbon structures can entertain whimsical shapes adequately, lightweight metal structures function better with less fatigue issues when they are kept simple. The Kona Rove’s plate section chainstay is heavy and the Seven Scrambler’s dropped/segmented chainstay has a worrisome amount of welds in a highly stressed area. Ditching the need for a second chainring an expertly shaped titanium tube has an excellent stiffness-to-weight ratio and reassuring weld design. Realistically, the majority of gravel riders will find a 38t-42t single ring more than adequate if combined with a cassette that has a 10t start, like SRAM XD-type cassettes. Why make a bike that can fit a 50/34 double crankset if the customer will never use something that big for gravel? Sure, perhaps your idea of gravel riding does involve a 50/34 crankset, but if that’s the case then you’re probably not thinking of 2.1″ tyres.

Another option is to just commit to using an mtb crankset, since the modern gravel bike’s rear hub is basically the same geometry as a non-Boost mtb….even if the shorter chainstay length accentuates the chain angle at the extremes of the cassette. If the mtb crank’s wider Q-factor is not a problem for you (it is for me), a Ti frame designer can push the max tyre size up a little bit more to perhaps 650B x 57mm or more. The drivetrain details can be a little more complicated if one plans to run a double chainring, but there are various ways to make this work. That being said, 1x drivetrains seem to grab a bigger portion of the market every season; the requirements to support  double chainrings and a front derailleur are rapidly becoming needlessly restrictive with 12sp cassettes with 10-50 and 10-51 on tap for future drivetrains. Who knows? Perhaps the dropped chainstay could even fade away as 1x drivetrains dominate, becoming the solution to a problem that no longer exists.


Daivdson custom titanium gravel bike with chainstays optimized for 650B x 48-50mm tyres and 38-42tooth single chainring road cranks.


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Survey: Ahead of bike share permit update, survey says Seattleites are very supportive

Seattle Bike Blog - Wed, 06/06/2018 - 08:51

From a survey of Seattle residents’ attitudes about bike share and biking in general (PDF)

From a June 5 presentation to the City Council Transportation Committee (PDF).

The $1 Spin, Lime and ofo bikes around Seattle are very popular, appeal to wide demographics and are very often used to access transit. These are some of the findings from Seattle’s bike share permit pilot, setting the stage for the creation of a permanent permit scheme in June that could go into effect by the end of July.

According to a (perhaps too*) positive survey by EMC Research (PDF), 74 percent of Seattle favors the bikes. Thirty percent strongly favors them while only six percent strongly dislikes them.

I would love to believe the results are accurate, but the more I ran the numbers, the more I suspected the survey sample over-represents bike share users. So while it is safe to say an impressive number of Seattleites ride bike share, I suspect the survey’s estimates are a bit high. So keep that in mind when you digest the results. See the footnote* below for more about the survey discrepancies.

“Regardless of their own interest in becoming bike share users,” according the EMC report, “Seattleites recognize the positive impacts to the broader community of having bike sharing (e.g. environmental benefits and reduced traffic), as well as the benefits to users themselves.”

But beyond just public opinion, the bikes are getting a lot of new people riding. Survey results estimate that one third of Seattle adults had already given them a try as of February when the survey was conducted. Another third said they were interested in trying them. If that figure is accurate*, that’s more than 196,000 Seattle adults riding bike share with another 196,000 potential adult users, and that doesn’t even count all the teenagers, tourists and regional riders who live outside the city limits. And that survey was taken before the introduction of e-assist bikes and the recent record-breaking numbers on the city’s bike counters, which include even more new bike share riders.

Final May 2018 counts are in:
* 2nd Ave PBL = 23% over the previous monthly record
* Fremont bridge = 8% over the previously mostly record

— Blake Trask (@BlakeTrask) June 1, 2018

The bike share permit pilot has been an astounding success for Seattle, which has led the nation in redefining the role of bike share in a major city. 10,000 bikes are currently permitted in Seattle, and they have already changed the way many people in Seattle get around. The city should be proud of this achievement and looking for ways to build on it and continue to innovate.

Seventy-five percent of bike share users report using the bikes to access transit, further confirmation that bike share is a complement to transit service by closing the notoriously difficult “last mile” problem for transit services. Buses, trains and ferries are very good at getting a lot of people across the bulk of a metro area, but they are not great at getting people from door to door. Bike share is perfect for cutting down on long walks to the bus stop or for skipping a local bus connection by biking directly to an express route stop or station. Quite often, combing bike share and transit is the fastest way to get around. It’s also fun, healthy and environmentally friendly.

Undoubtedly, many trips have shifted away from personal and for-hire cars to bikes and transit. Seattle should be proud of this achievement and look for ways to keep building on this success to shift even more trips and invite even more transportation innovation.

Some demographic highlights from the survey as notes in an SDOT presentation to the City Council Transportation Committee:

  • 62% Male, 38% Female
  • Most users between 25-44
  • 36% of Hispanic & African-American survey respondents have tried bike share
  • 32% of Asian respondents have tried bike share
  • 32% of White respondents have tried bike share

If accurate,* these figures are pretty remarkable. One of the big questions about dockless bike share was whether it could better reach a more diverse ridership than many of the nation’s station-based systems. And this survey suggests that race has little impact on whether someone will use one of the bikes. If anything, Hispanic and African American residents are slightly more likely to try one than white residents (though white residents are slightly more likely to use them often):

Also of note here: Residents of South and West Seattle were more likely to ride than residents of North Seattle. This makes the city’s ongoing lack of bike infrastructure investment in South and West Seattle even more egregious.

Diving deeper into the survey results, there is a generational divide around the bikes. Though all three adult age brackets like the bikes, the 55+ set was much less likely to use them and far more likely to view them unfavorably:

I am especially curious to see how the introduction of e-assist bikes will affect the generational divide. Anecdotally, I see many more seniors on the Lime-E bikes, which are easier on the joints and require less physical endurance to scale hills. I look forward to seeing if data confirms this observation.

Though the survey found that Seattle residents largely favor the bike share scheme, the vast majority (85 percent) of people who called or emailed SDOT staff about the bikes were unfavorable. And that makes sense. Of course people who are compelled to call the city are more likely to be upset about something. When is the last time you called city staff to tell them you really like something they did? Well, come to think of it, maybe you should do that sometime. It might make a city staffer’s day.

The biggest complaint is that bikes are parked in the way, and this concern is especially potent for people with mobility or vision impairments. A survey of bikes found that only four percent of bikes were parked in a way that fully impeded a pathway. 70 percent were parked correctly and the rest were technically parked improperly but were not causing a serious pathway blockage. But four percent of 10,000 bikes is still a significant number of walkway blockages. The city, companies and users need to work together to keep walkways clear.

SDOT has already tested a series of designated bike share parking spaces, basically just boxes painted on the sidewalk.

“We also see some capacity for this to be in the street, essentially looking like a bike parking corral SDOT already builds,” said SDOT Bike Share Program Manager Joel Miller during the presentation to the City Council Transportation Committee. And if they are positioned close to an intersection, they can also act as a crosswalk improvement by improving visibility and making the crossing distance shorter.

And though 76 percent of observed users were not wearing a helmet, an preliminary UW/Harborview study saw no increase in head injury risk from the bikes, according to the SDOT presentation. There were only five collisions involving people on bike share bikes that SDOT staff could find, and none resulted in serious injury.

One odd finding from the EMC survey: Only 37 percent of people know that the current bike share systems are funded by private companies. 27 percent think the city is funding it. More Seattleites need to read Seattle Bike Blog.

Going forward, the city will release the full bike share pilot report and present the updated permit to the Transportation Committee June 19, and that could pass full Council approval June 25. SDOT would then roll out the new permit by the end of July.

* The survey says 11 percent of Seattleites rode the bikes 11 times or more in the six months before taking the February survey. If that were true, that share of rides alone would be at the very least 742,000 rides (614,000 Seattle adults * .11 * 11) , well more than the 468,000 total rides counted during the nearly six months of the pilot (mid-July through December). That just doesn’t add up. The survey was a “recruit-only” web panel survey of 601 residents, and results were weighted to closely match Seattle’s demographics. It is more scientific than an opt-in web survey, and respondents did not know the survey topic before agreeing to participate. That said, researchers note that any web survey will underrepresent people who do not have good access to the Internet. EMC Research says that if the sample were representative, it would have a margin of error comparable to +/- 4 percent. But my back of the envelope math suggests the margin in this survey is quite a bit larger than that. It may be that people who take web panel surveys are more likely to be tech savvy and, therefore, more likely to take bike share than the general population. Or perhaps the survey takers overestimated how often they used them. Or perhaps the city’s trip counts are low. I have asked EMC about the discrepancy. You can read more about the methodology in the beginning of the report (PDF).

UPDATE: Ian Stewart from EMC confirms that this survey shouldn’t be used to extrapolate ridership numbers. Instead, people should think of it as a sampling of opinions about bike share from a set of residents mirroring (but not statistically representative of) city demographics. From Stewart:

While we made every effort to get a sample that looked representative and got a diverse set of respondents that demographically mirror the city, since not all Seattle residents have an equal probability of being selected for the survey, these numbers shouldn’t be used to extrapolate usership numbers. That would’ve required a different methodology, but given that SDOT has other sources of info on actual ridership that don’t rely on self-report, we were focused primarily on an approach that would get us good data on attitudes about the program (among both those who report not having used the program as well as those who say they have) within a set budget. Additionally, given that we used a non-probability sample, we also can’t strictly apply the classical margin of error; it is possible that since this is web, and smartphones are generally the way you get access to bikeshares, there could be a small bias in the sample towards that audience.

Furthermore, when it comes to usage and frequency numbers, people tend to overreport behaviors and not be 100% accurate when they’re recalling things like how many times they’ve done something in a set timeframe. So when comparing self-reports to actual ridership data, we’d expect numbers to be higher even if we’d used a methodology that captured a true probability sample.

1984 Bike Tour: Day 25 – C’mon Missouri, “Show Me” some courtesy

Biking Bis - Wed, 06/06/2018 - 05:30

JOHNSON'S SHUT-INS STATE PARK, MO -- We're tenting in the group camp area near some Boy Scouts tonight. They're pretty comical, and a couple came over for awhile to talk bicycles, like: "Can you ride no-hands?"

I know Missouri is the "Show Me" state, but I don't know why it's called that. I would like to have people around here show us some common courtesy.

The folks in Ste. Genevieve were very helpful. ... But as soon as we entered the Ozarks, things changed. People stare, more like glare. ...

North of Nightfall Premiers in Seattle

Bike Hugger - Tue, 06/05/2018 - 11:54

Tonight around 7 PM, I’ll be on the red carpet at the Moore Theater with the North of Nightwall creators for their Seattle premier. The trailer is below and the documentary captures Darren Berrecloth, Cam Zink, Carson Storch, and Tom van Steenbergen exploring massive, big mountain lines in the Arctic.

North of Nightfall is available now as a digital download in 4K through Vimeo On Demand, or in HD and SD on iTunes, Amazon, Vimeo On Demand, and Google Play.

A 3-In-1 Collector’s Edition of North of Nightfall including the film on Blu-Ray, DVD and a digital download are available from The Red Bull Shop US.

After Seattle, the screening tour heads east to Highland MTB Park (June 9), Dallas (June 12), Bentonville (June 21), Washington, D.C. (June 30), San Francisco (July 12), Denver (July 24), and more than a dozen other showings throughout the summer and into the fall.

So it turns out that each summer, the frozen landscape of Axel Heiberg Island, high in the Arctic Circle flourishes under endless daylight, revealing a spectacular ecosystem. Here the riders discovered a changing environment steeped in history, along with challenging descents unlike anything anyone’s ridden to date.

Their goal was to explore, build up to, and ride these massive lines.

The adventure documented in the film tested not only their skill, but also their sanity, as they attempted to push freeriding’s progression 12-hours from the nearest hospital, during days without a beginning or end.

Learn more at and follow along


WHEN: Tuesday, June 5 2018

Doors – 7:00 PM

Film Begins – 8:00 PM

Q&A – 9:15 PM

WHERE: The Moore Theatre

After Party

The after-party is at The Hard Rock Café, 4 blocks from the theater, directly following the premiere. I’ll be there for a few drinks too.

See the Red Carpet photos taken by Moncherie once their uploaded.

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Family Biking: Taking kids and bikes on MAX light rail

Bike Portland - Tue, 06/05/2018 - 11:23

Plenty of room for kids and bikes on a weekend train.
(Photos by Madi Carlson)

Our Family Biking column is sponsored by Clever Cycles.

➤ Read past entries here.

Using Portland’s public transit system to cart kids and bikes around can be a godsend when it works out; but it takes some getting used to and it’s helpful to know the ins-and-outs before you roll up to the station.

Here’s a window into my adventures…

I like using the bus, and I’m grateful we have a stop two blocks from home that takes my boys and I downtown (albeit very slowly); but I prefer the MAX. Trips on the bus feature rushing to get to the stop in time to catch a specific bus and then keeping a close eye on our progress so I can pull the cord in time for our stop. The thought of transferring to a second bus is much too stressful for me. (Note: this is just when I have the kids in tow. I’m much calmer when I don’t feel responsible for transporting all three of us — or all four including the dog).

➤Bike life on the MAX

Ready to board.

I love being able to bike just about everywhere. And in theory I love multimodal travel. It enables our family to stay carfree and never use rental cars or ride-sharing. That being said, it’s far from perfect.

MAX cars aren’t equipped to hold many bikes — there are spots or hooks for only two bikes through each door marked with the bike symbol, and just two such doors on each MAX train. For a family traveling with three bikes this makes us a burden on the system even without other bike users on the train. I chose to place the “Keep your kids close to make sure you don’t get separated” rule from TriMet’s Traveling with Kids page over the rule on the How to take Bikes on the MAX page about moving our third bike to the opposite end of the train to find a designated area. Instead, I just squish two bikes into one spot. Like many families who take bikes on MAX, we stick to weekends and times when it’s less crowded.



We’ve used a few different configurations for our bikes and I’m not sure which I like best. The first time we rode I hung my bike on one hook and shoved our smaller kid bike, the 24-inch one (kid bike sizes are generally named for the size of the wheels rather than a frame measurement like adult bikes) next to it. Then I hung the larger kid bike, a 26-incher, on the other hook.

A kid bike on the floor mostly fits in the designated area next to a hanging bike.

However, I’m not all that strong and I had difficulty hanging and removing my bike so I prefer hanging the two kid bikes even though it means I then have a larger bike to keep away from the door.

Hanging the two lightest bikes of the batch is my favorite way to ride.

Wrestling my bike on and off the hook wasn’t fun. It’s additionally tricky with those puffy mountain bike tires that take up all the space above the hook, but I’m just not good at lifting and hanging any adult-weight bike. A bit disenchanted with the time it took to wrestle my bike off the hook, I tried it with only one hanging bike, leaving two on the floor.

It’s easy to exit with two bikes on the floor, but more of a balancing act.

This was also a lot easier for de-training. As you may have realized, my kids aren’t tall enough to help hang bikes on hooks, so boarding the train is a choreographed dance of us each wheeling our own bike aboard and then my grabbing their bikes one-by-one and hefting them up to the hooks. I send the kids to find seats while I stand with the remaining bike to ensure it stays upright. One kid doesn’t like standing on the moving train, but so far he’s been willing to hook an arm around a pole and bravely cling to his bike as the train lurches to a stop. This bike unhooking and delivering is performed while my bike leans against my hip, by the way.

➤ But I thought you had a cargo bike?

Good eye! I don’t bring my cargo bike on the MAX because it’s not allowed. Here’s the Types of Bikes Allowed On Board TriMet webpage:

Only single-seat, two-wheeled bikes, folding bikes, and recumbents the size of a standard bike are allowed on TriMet.

➤ Tandems and bikes with oversized wheels, three or more wheels, trailers or those powered by internal-combustion engines cannot be accommodated. Electric bikes with a sealed battery compartment are permitted.
➤ Some bikes have wheels that are too large or too far apart to fit in TriMet’s racks.
➤ Folding bikes must remain collapsed while on board, and must have a wheel size of 20 inches or less.
➤ Bikes with child seats, panniers or other accessories that block an operator’s vision out the front of a bus are not allowed.

I can’t find “no cargo bikes” anywhere on the TriMet website, but somehow we all know. This list doesn’t specify bus versus light rail, but obviously the last one about blocking the front view is bus-specific. As far as I know, all kid seats on regular-length bikes are perfectly fine on MAX.

I’d love to use TriMet as a backup to get home from places far afield, but I also like to bring my cargo bike in case I need to tow a tired kid and his bike. This means I need to decide before heading out which of those two things seems more likely. As the kids get bigger and stronger riding my regular bike and knowing we can MAX as backup will be increasingly realistic, but right now I still do a fair amount of kid carrying for short spells making this a tough decision.

➤ Tickets

One adult ($2.50) and two paying kids ($1.25 each) are a convenient $5 so I tend to pay cash when we take the bus. I like not having cards to worry to misplace, though occasionally I have to search the couch cushions for quarters when I haven’t planned well enough to have cash on hand. Of course that was all before I discovered the TriMet Tickets app. I hate the process of buying tickets before getting on the train — those are precious minutes I could spend on the platform reminding the kids not to wrestle each other so close to the tracks. So now I pay for our tickets ahead of time on my phone and activate them right before we board. It’s so easy!

➤ Bike lockers

(Photo: TriMet)

If you don’t need to use your bikes at the end of the trip, storage lockers might be an option. I wish Portland was one of those cities where we could bike to the station and lock up with hundreds of other bikes, relatively sure our bikes would be there when we returned (see Amsterdam or any other Dutch city).

While we haven’t actually used it yet, I was inspired to buy a card for an eLocker — $20 up front, $5 of which is for the card itself and $15 is for five-cents-an-hour storage. I don’t think my cargo bike will fit in a bike locker, especially with the two kid bikes, but I think we can fit a regular adult bike and the two kid bikes into one. There aren’t lockers at our closest MAX stop (two miles from home) so having a MAX-legal bike that I could transport five stops to the lockers would be nice. But then I’d have to figure out how to carry our three snowboards because the idea for the locker was born from wanting to take the Meadows Park & Ride Ski Bus.

➤ So just where are you taking the MAX anyway?

A bike too big for the MAX, but just right for booth duties.

One terrific MAX destination is Gateway Green (read BikePortland’s coverage of last weekend’s MTB Festival).

Both of our MAX trips with three bikes have been to play at the mountain bike park, though the first one also included a jaunt to the International Cat Show by the airport. Gateway Green is a bit over six miles from our house, a rideable distance for my kids even though their usual ride is just a mile to school, but I wanted them to conserve their energy so they’d have more fun once we arrive. I ended up bringing my cargo bike to the festival (towing my mountain bike for MAXing with later) so we had to pedal the whole way — 7.5 miles in 55 minutes to the start of our two-mile Kidical Mass ride delivering kids to the festival. Lo and behold my kids were tired and crabby and didn’t do much at the festival. We hung out for an hour before biking 3/4 of a mile (with small hill) to the Gateway Transit Center to catch the MAX so I could deliver them to a birthday party. While they were occupied I biked back over to retrieve my cargo bike, where it had been serving as a Kidical Mass “booth” wearing a big banner and holding a display of flyers.

What can I do to make it easier to MAX with bikes and kids? How do you and your family take advantage of the MAX-and-bike combination? Please tell me! I look forward to learning a lot from your sage advice.

Thanks for reading. Feel free ask questions in the comments below or email me your story ideas and insights at madidotcom [at] gmail [dot] com.

— Madi Carlson, @familyride on Instagram and Twitter

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An unsanctioned carfree picnic on SW Montgomery today will remind people to connect

Bike Portland - Tue, 06/05/2018 - 09:00

People coming together in the streets is a time-honored Portland tradition.
(Photo: Jonathan Maus)

Just yards away from the horrific hit-and-run last month, and in a society where we are building walls around each other instead of breaking them down, a group of Portlanders plans to reboot a 50-year-old idea: A free, “inclusive Portland picnic”.

“In the wake of intense discord, we’re gathering to connect,” reads a media alert sent out by organizers. “In recent weeks we’ve seen a spate of incidents that have deeply affected our community, including the shooting of John Elifritz; the suspicious circumstances around PSU student Aaron Salazar’s injuries; the vehicular assault of three women on PSU campus; and just this weekend, the conflict between alt-right and anti-fascist factions.”

The plan is to reclaim one block of SW Montgomery (an idea that really isn’t that radical) street between Broadway and 6th from 11:00 to 1:00 pm today. Organizers say they want to create a positive event. There will be invited guests to “collectively imagine what an inclusive Portland might look like and feel like.” There will also be an open mic.



A picnic held in this grassy area helped bring people together in 1969.

In a subscriber post yesterday, Go By Bike owner and event co-organizer Kiel Johnson wrote that idea was partly inspired by “conscious raising picnics” held in Portland in the summer of 1969. Organizers of those picnics also made a statement about public space by holding the events in a small grassy area sandwiched between lanes of Harbor Drive, the multi-lane highway that used run through what is now Waterfront Park.

“The desire to claim your exclusive rights to common space is tempting in a world that seems run more off of social media than face-to-face contact, but exclusivity will not help us solve the most pressing problems we face as a society,” Johnson writes.

Another co-organizer, former candidate for Portland Mayor and current Portland State University employee Sarah Iannarone, says, “So often people hold protests to oppose something they don’t want, but in this case we’re coming together to protest in the affirmative for the Portland we would like to see—one that is safe, affordable, and accessible for all people.”

If you are downtown or can get there today between 11:00 am and 1:00 pm, grab your lunch and join the picnic!

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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1984 Bike Tour: Day 24 – Clearing a path for the Olympic torch in Missouri

Biking Bis - Tue, 06/05/2018 - 05:11

STE. GENEVIEVE, MO. -- We rode up along the Mississippi River to Ste. Genevieve to waves and some applause. If we had festooned our bikes with flags, the people lining the streets might have thrown money.

After crossing bridge across the Mississippi at Chester, we ran into the Olympic torch caravan again at St. Mary's. Everything is very low-key, compared to the scene in Berea.

Essentially two Winnebagos were parked in a roadside lot, some runners were milling around waiting to pick up the relay. AT&T sponsors the torch run, and the guys who do all the heavy lifting between cities are AT&T employees.

Two hundred were chosen, 16 on this week-long stretch, to run four miles twice a day with the torch. The torch, which they get to keep, weighs 2 pounds, 4 ounces, is about 2 feet long, and is filled with butane. ...

Mountain biking’s full potential on display at inaugural Gateway Green Festival

Bike Portland - Mon, 06/04/2018 - 16:39

(Photos by Jonathan Maus)

Saturday’s inaugural Gateway Green MTB Festival confirmed what many advocates have known for a long time: When the right trails are put in the right place, off-road cycling can reach people with a very wide range of ages, cycling abilities, and backgrounds.

The aim of the event, which organizers hope becomes an annual tradition, was to cement the idea that the sum of Gateway Green’s bike trails are greater than its parts. Put another way, this bike park is an important addition to the community — and more importantly — it’s a reflection of that entire community, not just the full-face-helmet-and-body-armor-wearing-downhill-flying-hellions that some people want you think it is.

On the contrary, the Festival was like an off-road version of Sunday Parkways. The scenes that unfolded were heartening: Tykes barely big enough to walk ran with balance bikes over whoop-de-dos; a young girl on a full-size bike got her first-ever riding lesson; pre-teen boys raced each other on BMX bikes down the drop-lines in the skills park area; a group of older people rode the gravel path on three-wheeled recumbents; an expert rider in lycra team gear swooshed through the forested singletrack; daredevils launched their bikes off vertical jumps high above the action; little ones fell down and cried and then got back up again; dads and moms pushed new riders along to keep them going; and everywhere you saw people young and old gaining confidence in their riding and in themselves while doing something healthy and fun.



It’s rare when promises made by dreamers and advocates manifest so precisely from the way they were envisioned. And to think that all this happens in a place that sat vacant and forgotten and was brought to life in large part with sweat equity and crowdfunding. And this is only the first phase of construction (there’s still no permanent restroom, running water, paved seating area or formal entrance)!

I can’t think of any stronger piece leverage for advocates in the coming debates about the Off Road Cycling Master Plan than what I saw on Saturday. It put in stark contrast some Portlanders’ irrational fear of off-road cycling.

Kudos to Northwest Trail Alliance for a wonderful event, and here’s to it becoming an annual tradition!

Learn more about the upcoming construction and exciting new design for the next phase of Gateway Green.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and

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