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Pivot Phoenix Carbon DH Colors

Bike Hugger - Thu, 02/08/2018 - 12:50

Just heard from my friends at Pivot and they’re preparing for another season full of podiums and with new colors for the Phoenix Carbon DH.

It’s the same flagship bike just more colorful in blue and silver.

As you’ve probably read from our PressCamp coverage over the years, Pivot is what got me back into spending more time mountain biking and I encourage you to do the same.

The bikes have gotten that good and Pivot’s are exponentially better than when I rode 20 years ago. If you’ve got some base fitness and handling skills you can ride pretty much anywhere; probably not like Bernad Kerr, but you can still have a super fun time.

The reason Pivots are so good is the suspension. As Chis Cocalis told me “The dw-link is key.”

The anti-squat and variable wheel travel path enable us to create a bike that pedals better than any other downhill bike. And since the Phoenix doesn’t squat down deeply under pedaling force, we can lower the bottom bracket height and slacken the head angle. You get the best performance in the most technical sections of the downhill without striking your pedals everywhere else on the course. The Phoenix is a World Cup missile, but it also works amazingly well at the bike park.

It totally does.

For 2018, the new Phoenix Carbon colors are: Aqua Blue with red accents or Sterling Silver with bold yellow highlights. The Phoenix is equipped with a meticulously shaped carbon frame and features such as the massive downtube and double wishbone rear triangle to maximize stiffness and precision.

Pivot Phoenix Carbon DH Pivot Phoenix Carbon DH Pricing, Specifications, and Availability

The Pivot Phoenix Carbon DH is available as a complete bike in few different configurations, ranging from $5,399 to $8,799 USD. The Phoenix is available now, in all sizes, at key Pivot Dealers worldwide.

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Weekend Event Guide: Live the Revolution, Worst Day of the Year Ride, plant trees by bike, and more

Bike Portland - Thu, 02/08/2018 - 10:11

OMG so cute. You know you wanna do the Worst Day of the Year Ride on Sunday.
(Photo: J. Maus/BikePortland)

The weekend is right around the corner and now is the time to tidy up your plans.

Our guide this week has two special “BP Picks!” — which means we’re working hard to feature these events because the organizers support BikePortland. If that’s not added reason to check them out I don’t know what is.

So don’t miss a night of great bicycle stories on Friday at Live the Revolution and then join hundreds of your fellow Portlanders for the traditional Worst Day of the Year Ride on Sunday. Here’s the full menu…

Friday, February 9th

*BP Pick!* Live the Revolution – 6:00 pm to 9:00 pm at Alberta Abbey
It’s the eighth annual night of bicycle-themed storytelling where you get to Live the Revolution. This year’s featured storytellers are David Guettler of River City Bicycles, Momoko Saunders from Bike Farm and Biketown, Keyonda McQuarters from Black Girls Do Bike PDX, and Jocelyn Gaudi Quarrell from the Komorebi Cycling Team. Proceeds benefits The Street Trust. More info here.

Midnight Mystery Ride – 11:45 pm at mystery location
Where it stops, nobody knows. Heck, they don’t even share the start location until the day of the ride. Even so, you should get out there. It’s a Portland tradition like no other. More info here.

Saturday, February 10th

Friends of Trees: Plant By Bike in NE Portland – 8:45 am to 1:00 pm at 3117 NE Martin Luther King Jr Blvd
Use your legs to get there and your hands to do the work. It’s a human-powered slam-dunk for the earth and your community. Folks with trailers and cargo bikes especially encouraged. More info here.

Sorella Forte Women’s Club Ride – 9:00 am at River City Bicycles
Intermediate-level ride with one Portland’s most well-established women-only cycling clubs. If you want to dip your toe into racing or need a training ride to keep your body sharp for the upcoming season, the Sorellas are waiting for you. More info here.

Saturday Morning Social – 10:00 am at Wilshire Park
Join Portland Wheelmen Touring Club ride leader Bud Rice for this conversational-paced ride. Expect a stop at a bakery or coffee shop along the route. More info here.

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*BP Pick!* – Worst Day of the Year Ride – 8:00 am at Lucky Lab Brew Pub (SE)
This is not a drill. I repeat. This is not a drill. Sort out your costumes and prepare for one of Portland’s most beloved event rides. Weather, shmeather — this is going to be a fun day on a bike! And it’s a huge fundraiser for the Community Cycling Center to boot. Kids under 12 are free and this year features a new, 4-mile family ride. Registrants get yummy breakfast, lunch and post-ride feast (if you do the 40-mile Challenge Route). More info here.

The Sauvie Shootout – 9:00 am at Ovation Coffee & Tea
Can you believe our little Sauvie Shootout is one year old?! We are so grateful for Andrew S. and all the fine folks who have kept this ride alive and very well over the past 52 weeks. It is such an important resource for our community to have a welcoming and accessible road training ride. Thanks Andrew! Get out there and help them celebrate. Maybe someone will bring a cake-flavored energy gel. More info here.

Corvidae Bike Club Ride – 2:00 pm at Peninsula Park
It’s the monthly ride of the Corvidae club, who says they were formed “to promote accessibility and o inspire people to view biking as an alternative to fossil fuel travel.” Sounds great to us. More info here.

Oregon Interscholastic Cycling League Dirt Tour – 5:00 pm at The Lumberyard
If you want to help start a mountain-biking team in a local high school, show up and meet the leaders of the National Interscholastic Cycling Association. They recently launched an Oregon chapter and can’t wait to tell share their vision and plans with you. Whether you want to be a team supporter, a volunteer, or a coach, there are many ways to get involved. More info here.

Stay plugged into all the bike and transportation-related events around the region via our comprehensive event calendar and sign up here to get this Weekend Guide delivered to your inbox.

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

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After another death, community groups will press City for ’emergency’ on outer SE Stark

Bike Portland - Wed, 02/07/2018 - 14:12

Looks like an emergency to me.

We’ve seen this sad movie before: After seemingly incessant traffic violence on our streets, people join together with tears in their eyes and frustration in their hearts to implore our government agencies to do more to make our streets safe.

This time Oregon Walks and the Rosewood Initiative will lead the way. They’re hosting a press conference Thursday morning to draw attention to terrible conditions on outer SE Stark Street after a woman was killed by an auto user at 148th Street last week. That was the third fatal traffic crash at or near that same intersection in less than a year. In a statement (below), Oregon Walks Executive Director Noel Mickelberry is calling on the City of Portland to declare an official emergency on SE Stark in order to immediately reduce the speed limit from 35 to 30 mph.

Mickelberry hopes the Portland Bureau of Transportation will take a similar approach to the emergency declaration they successfully pursued on SE Division last year.

Here’s more from the Oregon Walks press release:

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Advocates and Community Members Demand a Safer Outer Stark

On Thursday, February 8th Oregon Walks and The Rosewood Initiative will hold a press conference on SE 148th & Stark at 10am on Thursday, February 8th – calling for action to improve safety after a community member was killed by a hit and run
driver.

We believe that crashes are preventable. We are calling on our local elected officials to invest in safety improvements on Outer SE Stark immediately.

– Use an emergency ordinance to lower the speed limit from 35mph to 30mph on SE Stark from I-205 to 162nd. This was recently implemented on Outer SE Division St.
– Fully fund the Outer Stark Safety Project – including street redesign, signalized crossings, and pedestrian lighting and other traffic calming measures.
– Ensure that implementation of the Outer Stark Safety Plan includes robust community engagement to ensure the project meets community needs.

Noel Mickelberry, Executive Director of Oregon Walks, the state’s pedestrian advocacy organization, shares that this is the 6th most dangerous road for people walking in the City. “We have seen too many people unable to get to where they need to go because of the dangerous design, high speeds, and limited crossings along Outer Stark. To reach Vision Zero, we have to invest in safer street design and Outer Stark is a perfect example of a street that is not designed for the safety of people.”

“People are dying on SE Stark and other East Portland streets way too often,” said Kem Marks, Director of Transportation Equity at The Rosewood Initiative. “We need our elected leaders to take action to make our streets safe for everyone. This is a high priority equity issue for East Portland.”

“East Portland streets were designed to move large quantities of cars quickly. The problem is, these roads are not highways, they are our neighborhood streets. They are lined with multi-family housing complexes and thousands of people that call East Portland home. We have a collective responsibility to the people that live in our communities east of I-205 to make these streets safe,” said Jenny Glass, Executive Director, The Rosewood Initiative.

Join us for a press conference to learn more about our safety priorities, and our ask to City Council:

When: Thursday, February 8th at 10am
Where: Intersection of SE 148th & Stark. Parking available at Scan Design on 148th, just south of SE Stark.

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

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26th Avenue bike lanes in death throes as ODOT turns screws and advocates dig in

Bike Portland - Wed, 02/07/2018 - 13:46

The bike lanes aren’t pretty, but they’re better than nothing (depending on who you ask).
(Photos: J. Maus/BikePortland)

“PBOT believes there was evidence to justify the State Engineer to reconsider his decision and leave the bike lanes in place. ODOT has communicated to the City that they will not reconsider that decision.”
— Dylan Rivera, PBOT

The bike lanes on SE 26th Avenue approaching Powell Boulevard are on life support.

In a saga that has spanned nearly 30 months, PBOT appears to have finally acquiesced to the Oregon Department of Transportation’s demand that a pair of bike lanes that have been in use since the 1980s be removed in favor of the state’s preferred route for bicycle users two blocks east on SE 28th. It all comes back to a deal struck by PBOT and ODOT two years ago.

In order to build a new traffic signal and crossing at the intersection of SE 28th and SE Powell for their 20s Bikeway project, PBOT needed a special permit from ODOT and the blessing of State Traffic Engineer Bob Pappe. ODOT, who owns and manages Powell Boulevard, agreed to that permit only on the very specific condition that once the new signal was up and running, PBOT would remove the bike lanes on 26th.

Provisions included with PBOT’s permit application to install a signal on SE Powell Blvd. Signed by PBOT Policy, Planning and Projects Group Manager Art Pearce.
(Full document here).

ODOT says the 26th and Powell intersection is “over capacity for all users” and they feel it’s not nearly as safe for bike riders as 28th. “The separated crossing at 28th is smart and safe for bicyclists,” said ODOT 
Public Policy and Community Affairs Manager Shelli Romero in a phone call yesterday. Agency spokesman Don Hamilton (who was also on the call) concurred: “We’ve created a safer situation here than what we had before… We’ve taken a significant step to separate bicycles from the fray of 26th Ave.”

The bike lanes on 26th extend about 130-feet on both sides of Powell. Just a few blocks away is SE Clinton Street, the eighth busiest bike intersection in the city with 3,785 average daily trips (as per 2017 PBOT bike counts).

There’s certainly reason to worry about cycling conditions on 26th, given the grisly crash history at 26th and Powell and the fact that the bike lanes are very narrow at just three-feet wide. Even so, PBOT wanted to keep the lanes on 26th because the route is so well-known and relatively popular for bicycle users — and having even three feet of space, they argued, would be safer than having no dedicated space at all.

In August 2015 PBOT Bicycle Program Manager Roger Geller cited four research studies showing that even narrow bike lanes offer an important safety benefit. “Would the street operate more safely without bicycle lanes than with? Based on the evidence I’d have to say no,” he wrote in a letter to the city’s Bicycle Advisory Committee.

The Street Trust is fighting to keep the lanes as well. In January 2016, former Executive Director Rob Sadowsky was firm: “Over our dead bodies,” he said, referring to ODOT’s insistence on the removal. “We will look at legal options if necessary.” And just yesterday, The Street Trust launched an online petition aimed at stopping PBOT’s plans:

“On top of dedicating space for bicyclists to ride on, the lanes help slow down traffic, which reduces the likelihood for crashes, even at times when bicyclists aren’t present. This positive safety impact is critical at SE Powell & 26th — not only is it one of the city’s most crash-prone intersections, but it’s located directly outside of Cleveland High School.

To remove this bike lane would be irresponsible and would necessarily threaten the safety of people riding bikes, students, pedestrians, and motorists as well. There is no excuse to increase the risk of death or injury each day.”

But despite this support and research backing up the bike lanes (and no public opposition to them whatsoever) ODOT has not wavered. They actually appear eager to get rid of the bike lanes.

In the past few years, PBOT has added green color and bike boxes in both directions.

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The new signal and crossing at SE 28th and Powell was conditional on the removal of the bike lane on 26th.

“We agreed there was nothing in the data that would merit a change of mind.”
— Shelli Romero, ODOT

In an email obtained via a public records request from ODOT’s Romero to PBOT Project Manager Rich Newlands in November of 2016, Romero wrote that the agencies had a “difference of opinion” about when the lanes should come out. “That needs to happen,” Romero wrote. “It can happen after the 28th Avenue signal is up, but it needs to happen sooner than a year’s time… I believe ODOT will want to add language to your permit application that ensures that the bike lanes on SE 26th Avenue are removed within a specific timeframe. I was a little surprised that your understanding of the lag time between installation of the signal and removal of the bike lanes on SE 26th Avenue would be about a year’s time. This seems too long.”

Reached on the phone yesterday, Romero said both agencies are now on the same page. “We’re not in any level of disagreement on this,” she said. “The city has agreed that the bike lanes are coming out.”

“We resisted this condition. However, given the importance of gaining a much needed traffic signal at SE 28th… we reached a compromise with ODOT.”
— Dylan Rivera, PBOT

That’s true, but PBOT is clearly not enthused about the situation. “Because it is the general policy of PBOT not to remove bike lanes and because we believed the bike lane on SE 26th would still serve the needs of people who bike, especially at the entrance to Cleveland High School even after the improvements to SE 28th,” wrote PBOT spokesman Dylan Rivera in an email to BikePortland yesterday. “We resisted this condition. However, given the importance of gaining a much needed traffic signal at SE 28th to provide access to many SE Portland destinations, we reached a compromise with ODOT.”

As per their agreement, PBOT’s only chance to save the lanes was if a traffic count showed that a significant amount of bicycle riders still used 26th even after the 28th Avenue signal was up and running (June 2017). Those counts were completed in September and PBOT met with ODOT to discuss them late last year. Romero said of that meeting yesterday: “We agreed there was nothing in the data that would merit a change of mind.”

However, PBOT sees the data differently. Rivera shared yesterday that, “PBOT believes there was evidence to justify the State Engineer to reconsider his decision and leave the bike lanes in place.” But, he continued, “ODOT has communicated to the City that they will not reconsider that decision.”

Somehow in the name of safety, the safest road users have been told to go away.

Now it appears the only option left for those who want to keep the bike lanes on 26th Avenue is some good, old-fashioned activism. The Street Trust’s Gerik Kransky told us today that they haven’t given up. “The bike lanes are still on the street, for now, but the decision has been made. We are fighting today because we want to save the bike lanes and we think public pressure is the only option left.”

As for his former boss’s threats of a lawsuit, Kransky said, “We are reviewing the merits of a legal challenge and have not yet made a decision.”

Stay tuned.

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

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Portland’s latest neighborhood greenway will connect the Lloyd District to Woodlawn

Bike Portland - Wed, 02/07/2018 - 10:08

Streetview of NE 7th looking north toward NE Knott.

The Bureau of Transportation has kicked off a project that aims to make it safer to travel between the Lloyd District and Woodlawn neighborhoods.

The $552,000 Lloyd to Woodlawn (L2W for short) neighborhood greenway project will utilize either NE 7th or 9th and will stretch from Weidler in the south to Holman in the north. Once completed, the route would connect the buffered bike lanes in the Lloyd District to existing neighborhood greenways on Tillamook and Holman. It would also include a safer crossing of Martin Luther King Jr Blvd.

PBOT has scheduled the first open house for the project on February 27th.

(Graphic: PBOT)

In an email to the Bike Loud PDX group this morning, PBOT Project Manager Nick Falbo pointed out that the greenway is in its earliest planning stages and the open house will be a learning and listening session. “At this early stage we are interested in hearing from community members about the potential options under consideration and to learn from them about opportunities and challenges on the ground,” he wrote. “This Open House will not be presenting proposed designs, and will not be identifying a preferred route. But what we learn here will go a long way toward making our proposal as informed as possible.”

Falbo’s cautionary tone is likely in light of a major difference of opinion about which street to put the greenway on. When this project was last discussed in 2016 there was a heated debate about whether the alignment should favor 7th or 9th. Despite the fact that 7th Avenue carries much more traffic than 9th, it’s preferred by bike advocates because it’s more direct, has fewer hills, and is much better connected to existing bikeways in the Lloyd District (not to mention it’s been chosen as the landing street for the future Sullivan’s Crossing Bridge over I-84). 9th would require more climbing and out-of-direction travel.

Neighbors who opposed using 7th as the greenway mainly feared that if people avoided driving on it, the spillover traffic would impact nearby streets.

The Street Trust, the King Neighborhood Association, Bike Loud PDX, and the Portland Planning and Sustainability Commission all strongly supported 7th — and it ultimately garnered much more support from Portland residents overall.

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On February 10th 2016 the King Neighborhood sent a letter to PBOT describing why they prefer 7th over 9th:

“Although 9th Ave has been proposed as an alternative, this idea has been thoroughly discredited by surrounding neighborhoods and, in particular, bicyclists. 9th has a steeper grade north of Broadway and also requires riding through Irving Park. Irving Park has inappropriate infrastructure for a greenway, has a very unsafe crossing at Fremont/9th, and is also not a favored route for people, especially women, traveling alone at night. Furthermore, 9th south of Broadway has no infrastructure for bicycles and passes by the Lloyd Center Mall parking garages. The mall has already stated that they are opposed to the idea of multi-modal improvements there.

7th Ave, in contrast, has a mellower grade, is efficient and direct, and has existing bike infrastructure south of — and across — the Broadway/Weidler couplet. Most importantly, 7th is already used extensively by people on foot and on bike. The KNA was assured as recently as last month by PBOT traffic engineer Scott Batson [a PBOT traffic engineer] that the only thing standing in the way of turning the street into a neighborhood greenway was political will.”

City Council ended up punting on the issue and kept 7th or 9th as the future route to be decided during the design process (hint: PBOT needs to hear which one you prefer!).

The project is funded through the city’s Fixing Our Streets program.

Check out the official project page and get all the details of the upcoming open house on the BP Calendar.

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

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Introducing our new Family Biking column by Madi Carlson

Bike Portland - Tue, 02/06/2018 - 14:30

(Photo: J. Maus/BikePortland)

[Publisher’s note: Welcome to our Family Biking column! I’m thrilled to share Madi’s insights and experiences here on BP. Please give her a warm welcome and let’s thank Clever Cycles for helping bring this content to the community. — Jonathan]

Hi. I’m Madi.

I bike for all the typical reasons — it’s cheaper than driving, it’s safer than driving, it’s simpler than taking the bus, it’s healthy, it doesn’t pollute, it’s usually faster than all other modes of transportation — but mostly because it’s tremendously fun. Even with kids. Especially with kids. I love to share that sense of fun and ease with others in the hopes of encouraging more families and individuals to bike even just a little bit more often. I’ve found focusing on the fun stuff to be an effective way of promoting bicycling as transportation (but I also reserve the right to discuss statistics and badmouth car traffic).

I ride with my two sons, aged 10 and 8, and our conveniently-basket-sized dog. I’ve been family biking since my first son was one year old and have gone through several bike iterations along the way. I like to think there are a lot of different right answers and very few wrong answers when it comes to choosing a family bike.

I’ve led countless Kidical Mass family bike rides and many family bike camping trips. I’m a League of American Bicyclists League Cycling Instructor, though I feel nothing has honed my bike handling skills better than chasing after two swerving kids on balance bikes and nothing has made me quicker and stronger than racing with a trailer full of impatient toddler bladders to the closest park with a bathroom.

I became carfree three-and-a-half years ago and before that I was car-lite for several years. I contemplated not even getting a driver license upon moving to Portland, though mostly that was to save a few bucks and skip waiting in an extra line. That’s because being frugal and impatient are two of my strongest traits — both of which conveniently tie into why I believe so strongly in bicycling for transportation. I ended up getting the license after all, though I’m happy that I haven’t had a reason to drive since.

With my boys at the Fiets of Parenthood event in 2012.
(Photo: J. Maus/BikePortland)

Family portrait with our tree, taken in December.
Photo from my @FamilyRide Instagram account.

We’re fairly new to Portland, having moved here from Seattle six months ago, so some of my observations will be through the lens of a newcomer. I’ve been enamored with Portland since my first visit to Clever Cycles with the kids seven years ago. We visited often to do events like Fiets of Parenthood and Kidical Mass and finally decided to make the move.

Bicycling is in my blood: my mother was born in the Netherlands and was the only one to leave so I grew up visiting every few years in the summer, borrowing or renting bikes and seeing my cousins put their babies in little bike seats. So while I believe Portland is “The Best Bike City in America,” I’m well aware of what could be. My method for coping with unpleasant American streets is to ignore the grisly reality and pretend I’m pedaling along a Dutch bike path, and I find I have to pretend much less in Portland than in other cities.

I’m excited to talk with you each week about biking with kids of all ages, family bike options, kid bike options, other gear and accessories, bike camping with kids, and more!

Anything specific you’d like to hear about? Comment below or email me: madidotcom [at] gmail [dot] com.

— Madi Carlson, @familyride on Instagram

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Metro Council president candidate Lynn Peterson is doing a 24-city bike tour

Bike Portland - Tue, 02/06/2018 - 12:32

Lynn Peterson imitating public art during a bike tour of Gresham.
(Photo: Lynn Peterson for Metro President)

If you want to lead the agency that oversees the entire Portland metro region, you need an intimate understanding of the cities within it. What better way to gain that knowledge than from the seat of a bicycle?

Candidate for Metro Council president Lynn Peterson is no stranger to cycling so it makes perfect sense that the transportation industry veteran has launched a 24-city bike as part of her election campaign. Dubbed #24byBike, Peterson has already visited Gresham, Hillsboro, and Happy Valley. Back in December she joined staff from the Portland Bureau of Transportation for a close-up look at the route for the future Central City Green Loop. And this is not just a photo-op. Peterson is an experienced rider who I’ve seen pedaling a bike at a number of events over the years.

Peterson got her start in the transportation world as an engineer at the Wisconsin Department of Transportation. Since 1994 she’s held a number of positions in the Portland region, starting as an intern with the traffic-calming program at the City of Portland and most recently as the Director of Washington State Department of Transportation and interim director of land-use advocacy group 1000 Friends of Oregon.

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You can’t know what a place is like if you’ve only zoomed through it in a car.
(Photo: Lynn Peterson for Metro President)

As one of the panelists at last week’s Business for a Better Portland event, Peterson was asked what should be the top priority of any future transportation funding package. “Affordable housing that’s close to services, jobs, and transit. And we need it yesterday,” she replied. “We don’t do transportation for transportation’s sake.”

Peterson’s connections to the local planning scene run very deep and she’s considered a strong candidate to replace Tom Hughes at Metro in the elections coming up in May.

Rumor has it that Peterson will ride in the upcoming Worst Day of the Year Ride. I’m hoping to connect with her soon to learn more about her ideas on transportation and regional growth. Stay tuned for more coverage.

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

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A former Portlander wants to know what ‘women led’ cities would look like

Bike Portland - Tue, 02/06/2018 - 09:53

Katrina Johnston-Zimmerman at Portland’s Parking Day event in 2013.
(Photo: J. Maus/BikePortland)

Katrina Johnston-Zimmerman is putting what she learned in Portland to very good use: addressing the sexism in urban planning and helping women take leadership roles in how our cities are designed.

“The city, as we know it today, has been designed and shaped primarily by men,” she wrote in a recent email, “By bringing women’s voices to the forefront of the urban discussion, the Women Led Cities Initiative aims to achieve a greater level of equity in urban planning and design – both bottom-up and top-down – and start conversations about developing feminist city policy towards greater equality for all people in our cities.”

Johnston-Zimmerman, an urban anthropologist with a Master of Urban Studies degree from Portland State University (and who shared a guest article here on BikePortland in 2013), moved to Philadelphia a few years ago; but not before cutting her teeth on local activism efforts like Better Block and Parking Day. Back in 2012 I worked with Johnston-Zimmerman (and two others) on a project for GOOD Magazine where we envisioned a Portland where bicycling was just as easy as driving or taking transit.

Those projects were just the start for Johnston-Zimmerman. She’s also founder of the THINK.urban consulting firm, part of the tandem (along with fellow urbanist Kirsten Jeffers) that hosts the Third Wave Urbanism podcast, and one of the driving forces behind the Women Led Cities initiative.

They need to raise another $5,000 to make this happen — and eventually bring it to other cities.

All this work is culminating in her latest effort: to bring together women from a variety of urban planning fields for a Women Led Cities gathering. Johnston-Zimmerman has started a crowdfunding campaign to help raise money for the inaugural ‘Women Led Philly’ event.

“I think it’s important to flip the script – while it’s true that women riding in skirts and heels are good to have, and showcase good infrastructure, I wonder if we wouldn’t get there faster and have better infrastructure if it were women-led.”

I reached out to Johnston-Zimmerman to ask how Portland inspired her work. “Portland was a huge influence on me when it came to women. I worked with a pioneering female urbanist there for a time, Suzanne H. Crowhurst Lennard, and had many women colleagues at PSU who I’m still in touch with.” Johnston-Zimmerman recalled that she recently heard from a male professor at PSU who realized (after reading an article she about sexism in the urban planning field) that 95 percent of the required readings in his curriculum were written by men. “He had an epiphany and told me he should have done better,” Johnston-Zimmerman shared, “That was nice of him to say, but I didn’t have any idea at the time either!”

Johnston-Zimmerman’s experience as a bicycle rider in Portland also impacts her work. “I like using cycling as a way to think about the subject because women are often considered a key demographic — either as ‘interested but concerned’ or an ‘indicator species’,” she says. “I think it’s important to flip the script – while it’s true that women riding in skirts and heels are good to have, and showcase good infrastructure, I wonder if we wouldn’t get there faster and have better infrastructure if it were women-led.”

At this point, Johnston-Zimmerman just wants to expand the conversation and bring together women and girls to flesh out what this future, women-led city would look like. She hopes the Women Led gatherings gain steam so she can bring them to other cities. You can help by checking out the crowdfunding campaign and following @WomenLedCities on Twitter.

Hopefully the next time we see Johnston-Zimmerman she’ll be here for a Women Led Portland event.

Good luck Katrina! Keep us posted on your progress.

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

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DryGuy Keeps Your Gear Dry in the Pacific Northwest

Bike Hugger - Mon, 02/05/2018 - 20:38

After every rainy-season ride, I make sure to rinse my frame, wheels, boots or shoes of the grime and then dry my kit with a DryGuy Force Dry DX. I’ll stuff my hat between the shoes too.

Since they’ve been keeping weather records, over a 100 years, it’s never been so wet in the Pacific Northwest as it is right now. Sure, it rains in the Seattle area and all the way down to Portland, but we are used to riding mostly under gray skies instead of nonstop precipitation like this fall and winter.

The new normal is wet stormy days, with some sun breaks, but mostly stormy. And, cyclists cope in their own ways. Making sure you start a ride with dry gloves and shoes is one method to make the ordeal seem less arduous.

I’m not over dramatizing the rides, it’s not epic or anything and the rain itself doesn’t causes the problems. The tedium of the winter is the grimy residue your bike and feet pick up from the wet road.

Standing water is exponentially worse and we’ve had more of it than I’ve ever seen. It’s almost like the Sound is flooding and your wheels churn the flotsam, jetsam, lagan and derelict into a frothy coating spray.

Riding Dirty

The Force Dry DX quickly dries my gear at the same time using a forced-air drying system that heats to 105 degrees and features a three-hour timer with heat/no heat switch for overnight drying. The Force Dry DX is well worth the $80 MSRP on Amazon.

DryGuy also makes a travel version of the dyer, the Travel Dry DX, which we take with us on road trips if we know it’s gonna be wet. The Travel Dry DX uses a hybrid convection/forced-air drying system that heats to approximately 99 degrees and gently circulates air through your footwear. It weighs 1.3 pounds and fits into a backpack for easy carry and comes with an AC/DC Power Adaptor for use at home or on the road.

The DryGuy Travel Dry DX costs $40.00 or less on Amazon.

Cleaning your dirty kit is the topic of another post, but read up on about NikWax.That’s the best defense to repel the dirt and moisture during the wettest winter on record. Fenders are a must.

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After outcry, City changes plans and makes stronger case for Lincoln-Harrison greenway update

Bike Portland - Mon, 02/05/2018 - 15:04

Cover of PBOT’s new presentation.

After hundreds of comments, dueling online petitions, and a now-legendary open house that devolved into a “mob scene” takeover, the City of Portland has emerged with a new approach to the Lincoln-Harrison Neighborhood Greenway Enhancement Project.

They have altered their initial plans and — in an effort to assuage naysayers of certain elements of the old plan — have redoubled their efforts to effectively communicate the need for the project in general.

To answer critics who question the need for improving bike access while making auto access less convenient, the Bureau of Transportation (PBOT) brought out key facts and policy statements we wish they’d be more aggressive with more often. Dusting off a provocative graphic, they said if we don’t shift more people to non-driving modes Portland will need 23 Powell Boulevards criss-crossing every neighborhood in the city to handle traffic by 2025. They also published the statement: “Investments in bicycle transportation provide the city’s best return on investment in personal mobility.”

This is PBOT trying to explain how screwed we’d be if too many people felt like cars were the best tool to use for commuting.

And then they used this common sense and reasonable — yet very powerful — justification: “For a range of reasons, Portland has decided it would be better to design for and encourage more walking, biking, and transit use than to build enough roadway capacity to ease increased driving. Climate change, congestion, individual health, community health, and environmental health are a few of these reasons.”

Let’s quickly revisit how we got here:

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Always smart to show kids on bikes if you want to win an argument.
(Photo taken from PBOT’s new presentation)

Lincoln-Harrison is one of Portland’s original “bike boulevards” (now called neighborhood greenways) and the Bureau of Transportation (PBOT) is taking a hard look at it due to the increase in the number of people who drive on it — too many of whom drive at unsafe speeds. As they recently did with Southeast Clinton, PBOT went to their neighborhood greenway toolkit and announced a series of changes last October aimed at making the street safer. The plan included speed bumps, safer crossings, and median traffic diverters aimed at limited access to certain blocks at certain intersections.

It’s those diverters that attracted the most negative reaction from some local residents. A diverter planned for Lincoln at 50th would have completely prevented people from turning onto Lincoln. After pushback, PBOT has now decided on a new diverter design that allows right turns onto Lincoln from 50th. A “low-cost” diverter median will be installed this spring on an interim basis so PBOT can begin to collect traffic data.

On a related front, people also expressed concerns that if too many drivers were diverted off Lincoln, other streets would fill up. PBOT says the new interim diverter will give them the data they need to assess impacts and consider traffic calming measures on other streets if necessary. The City will also move forward with eight new speed bumps on SE Hawthorne between 50th and 60th to address concerns that drivers will simply cut-through on that street instead.

The entire new plan has been released in what I think is a first for PBOT: a slick “story map” that significantly ups their communication game. And so far the response to the new plan from the Bike Loud PDX email list is positive and cautiously optimistic.

The project is now full-steam-ahead with diverters at Lincoln and 50th due to be installed this spring and the rest of the project — which includes diverters at SE 26th and 30th — slated for construction this summer. The project should be all wrapped up with new signage and striping by late fall of this year.

Get up to speed with all the details by scrolling through the new Story Map and reading the updated FAQ page.

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

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The Monday Roundup: Myopic marketing, wheelchair biking, pedaling protest, and more

Bike Portland - Mon, 02/05/2018 - 09:45

Welcome to the week. Looks like the rain is gone for a bit and we’ve warmed up a bit. I might even try riding without gloves today. I know, right!

You might notice something new this week: I’ve started giving credit to sources of links we use in the roundup. Giving credit is one of the most important tenets of the web, and it’s always bothered me that I didn’t do this in the past. I also hope you’ll discover new and smart people to follow on Twitter.

Here are the best stories we came across last week…

Unsafe at any level of nudity: A man is suing the City of Portland for $566,000 after he hit a median curb on SE Morrison and suffered injuries on his way home from the World Naked Bike Ride in 2016. (via The Oregonian)

On a related note: Los Angeles paid out $19 million last year to bicycle riders and their families to settle lawsuits related to crashes caused by unsafe road conditions. (via @bikinginorange)

Pedaling for net neutrality: A protestor rode his bike around FCC headquarters — and purposely held up a full lane of road users — to make a point about net neutrality. (via Steve K.)

Bad dockless: When you plop a bunch of shareable bikes into a city that has no supportive bike cutlure or respect for cycling in general, you get a huge mess (and lots of dockless naysayers). (via John L.)

Good dockless: China has had a huge problem with dockless bike messes too, but Streetsblog reports that, “Cycling rates have doubled in Chinese cities since the advent of dockless bike-share system.”

Picking up trash by bike: That feeling when some cool people actually did the thing you’ve been thinking about for many years: a bike tour devoted to picking up trash. Imagine if we got dozens of people together and did this in one quadrant of Portland? (via @BarbChamberlain)

Segments a security risk: How come nobody told soldiers and army staff to turn off Strava when logging bike rides in war zones? (via @BikeRadar)

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Biking emerges after the storm: As we’ve seen with many major natural disasters, people re-discover the efficacy of bicycles as a transportation tool. People for Bikes has the latest from Puerto Rico, post Maria.

Industry’s myopic marketing: There’s a lot of talk in the bike industry that road cycling is way down. Maybe that’s because the pain-and-suffering and win-at-all-costs marketing imagery is very unappealing to all but the tiny percentage of hardcore riders already participating in the sport. (via CyclingTips.com)

Cross-border bike share: El Paso, Texas, and Ciudad Juarez, Mexico are about to launch a two-country bike-share system. (via @Pflax1)

Future transport pact: Fresh on heels of Uber’s big integration with Jump (formerly Social Bicycles), 15 bike-share and ride-hailing companies signed a pact promising to do keep the best interests of urban livability at core of their mission.

Quick and cheap sidewalks: We talk a lot about protected bikeways. Have you seen Seattle’s “protected walking lanes”? They make them with just paint and curbs. (via Streetsblog)

Biking for all: A wheelchair biking program has popped up in Sequim, Washington. With the demand for adaptive bikes in Portland, I wonder if someone could make this work here? (via @IansRide2016)

Prioritize walking now: When cities make walking easier and driving less convenient in dense urban areas, fewer people die. This article has shares a provocative insight: U.S. fatality rates have only gone down because we took people off their feet and put them in cars — which ultimately leads to less safe conditions. (via @awalkerinLA)

Video of the week: The definition of entitlement is, “the fact of having a right to something.”

Here’s more of what we saw from #Skycam9 as drivers took to the bike path to avoid a crash SB LSD past 57th. @WGNMorningNews pic.twitter.com/QsSdB6onDj

— Sarah Jindra (@SarahJindra) February 1, 2018

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

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SRAM S-900 Direct Mount Rim Brake

Bike Hugger - Fri, 02/02/2018 - 13:19

Busy week and two press releases—TIME and SRAM (both allcaped)—arrive in our inboxes about the same time, that started an messaging exchange between Mark and I over who’d cover what.

Mark V: Did you get a press release from SRAM about direct mount S900 rim brake calipers?

Me: That’s about as exciting as bike camping/packing but def post.

Mark V: DM brakes from SRAM are interesting since I figure they’ll be a forgotten footnote when everything goes disc.

ME: TIME just launched a new bike, I got a preview of it while in Park City…it’s awesome

Mark v: Nah…..too niche, too French.

DL Byron: They’re using harmonic dampeners to tune the ride

Mark v: So….French Zertz, huh?

Lovely but not direct mount brakes either.

Several hours go by and SRAM’s Direct Mount Rim brakes are all over the bike media news; apparently, that story does have traction v. a $16K French bike.

Me: apparently people care about direct mount brakes, it’s all over the bike media.

Mark V: I for one think a superlight bike from Time is less relevant than direct mount brakes from SRAM, because Time is no longer a player. That SRAM is making direct mount brakes means that big brands such as Trek and Canyon are not ditching rim brakes as fast as bike journalists have suggested. It means that SRAM concluded that DM rim brakes needed to be addressed in order for SRAM to be competitive in the OEM market. That means more than French boutique bikes, which don’t mean shit to the mass market and haven’t for a decade.

And, that’s a perfect lede, while somewhat buried, to SRAM’s brake news. The new design is something of a departure from the SRAM Red group’s AeroLink cammed single-pivot caliper design. The new DM caliper has dual pivots that are bolted directly into the seatstay or fork crown of framesets using the DM standard. The two pivots are symmetrically situated rather than offset like conventional dual-pivot brakes such as the SRAM’s Force rim brake. Direct mount brakes are much stiffer because the splay force is dissipated into the frame/fork rather than flexing the caliper upon a single central mounting bolt.

As a result, this is a rim brake with superior modulation and great power, no sponginess, and a snappy return. The bikes I’ve ridden with direct mounts braked well, sure. That was another French bike, incidentally. By virtue of relying upon the bike frame or fork to support the pivots rather than metal arch, direct mount brakes also allow framesets to offer a bit more tyre clearance than could be had with conventional short-reach racing calipers, usually 28mm or perhaps even 30mm.

Mark V: By now you should understand that DM rim calipers are not an aftermarket upgrade that you could use to replace your existing conventional brakes. These new brakes from SRAM exist to compete against similar offerings from Shimano and Campagnolo on new bike being made with the DM standard. The fact that SRAM decided that they needed a DM brake means that they and frame manufacturers expect to be selling rim brake road bikes in significant numbers in the future….or at the very least, in the mid- to high-end of the road market where DM brakes are more likely to be incorporated.

Read Mark’s explainer about the DA 9000 brakes here when they were first leaked/spotted in 2013.

SRAM’s direct mounts will ship in March and are being ridden by Team KATUSHA ALPECIN.

And, with a company like Rosignol behind TIME, I wouldn’t count them out; at all.

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Comment of the Week: How to fix east Portland’s scary streets

Bike Portland - Fri, 02/02/2018 - 11:54

(Photo: J. Maus/BikePortland)

[Welcome to our Comment of the Week. We do this post not only to highlight a useful or funny or creative insight, but also to help educate you about what makes a good comment. It’s part of our effort to improve the quality of the discussion here on BikePortland. We get hundreds of comments each week, so you can help us find the best ones by replying to one with “Comment of the week.” Thanks.]

Many people are overwhelmed by the scale of changes needed to significantly tame auto traffic on east Portland’s fast and wide arterials. When we talk about how to fix this persistent problem, the discussion swings between everything from lower speed limits and road diets — to land-use and demographic patterns.

The death yesterday morning of yet another person walking on outer Southeast Stark had commenters once again sharing ideas on what can be done to make meaningful progress on safer streets in that part of our city.

As I read through the 400 or so comments left on the site this week, I felt like one from David Hampsten deserved to be singled-out. David is a well-known east Portland transportation activist. Unfortunately (for us), he relocated from Portland to North Carolina a few years ago. We are grateful he continues to share his insights in our comment section.

When the comments on our post about the most recent fatality on Stark turned to ways to make east Portland streets safer, David wrote:

“East Portland very much reflects most of the rest of the USA, very suburban and auto-oriented. You are right, the cost of ‘fixing everything,’ that is, making East Portland just like inner Portland, is cost-prohibitive. The zoning is neither here nor there – most of East Portland that you see now was already built when the city annexed the area 1986-1991. The odd thing is, when it was part of the county, parking was banned on all arterial and most collector streets, so taking away parking is possible. Some at PBOT do in fact desire reducing lanes and traffic throughput on East Portland streets, but there are others at PBOT who don’t.

However, there are other options. Instead of ‘fixing’ East Portland to be like inner Portland, why not explore the possibility of using the existing street grid there to make driving difficult within its superblocks, but biking and walking easier? From there, might you create a network of one-way arterial roads, such as Stark east-bound only and Glisan west-bound only, and use the ‘saved’ lanes for protected bike lanes, pocket parks, and sidewalk cafes? Could Division & Powell also be a set of one-way couplets?”

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This comment hits all the right notes: it shares useful, on-topic knowledge; it offers insights based on real experience; and it proposes inspirational new ideas on how to fix a problem. Thank you David! Hope all is well in North Carolina.

We also have an honorable mention this week.

On Monday, bikeninja made us smile when he shared the comment below on our post about how a permitting oversight led to a major bike lane blockage on NW 14th Avenue:

“We know that we are living in a better (and more sustainable) world when permit Snafus remove an entire freeway, and PBOT has to have a staffer who coordinates the occasional “Summer Motorways” when the dusty old motorcars are unpacked from their garages and driven around in a loop of neighborhood streets where they are normally prohibited.”

Thank you everyone for your comments (both here and on our social media channels). Remember, what you write in the comment section is just as important as what we write in our posts.

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

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Monday is last day to visit ODOT’s online congestion pricing open house

Bike Portland - Fri, 02/02/2018 - 10:09

Freeway space is both a finite resource and one that comes with many negative externalities. It should cost much more to use.
(Photo: J. Maus/BikePortland)

For most other services, when demand soars, the price increases. But not with our freeways. Is it time for us to pay more for using our limited road resources?

The Oregon Department of Transportation has started a process that will help them decide if, when, where and how to implement congestion pricing — which they refer to as value pricing.

ODOT is acting on a directive from House Bill 2017 that passed the Oregon Legislature last year. It directs the Oregon Transportation Commission (OTC, the governor-appointed body that controls ODOT pursestrings) to seek approval from the Federal Highway Administration by December 2018 to implement pricing on I-5 and I-205. The bill specifically called out the sections of both freeways in the Portland metro region.

At this stage in the process, ODOT is conducting a “feasibility analysis” to determine the best location(s) to implement pricing and what the impact of doing so would be. Late last month they held three open houses around the region and since January 23rd they’ve had an online open house where anyone can learn more about the issue and share their experiences and feedback. That online open house is only open until this Monday, February 5th. If you haven’t checked it out yet, please try and make some time before it’s too late.

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“Eight initial value pricing concepts for preliminary analysis.” Via ODOT

The online open house gives you the opportunity to share your experiences of how congestion has (or hasn’t) impacted you. You’ll also learn about the different methods of pricing under consideration and some of the criteria they’re using to assess the viability of different options.

One option currently under consideration is to use revenue raised through congestion pricing to finance “bottleneck relief projects.” Yes, you read that right, we would use pricing to help pay for more freeway lanes. That seems strange to us given the golden rule of induced demand and the high cost of building and maintaining freeways.

ODOT will share input gleaned from this online open house in their presentation to the OTC. The value pricing project team will also present this feedback at the Value Pricing Policy Advisory Committee meeting on February 28th.

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

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Jobs of the Week: Velotech, Metropolis Cycle Repair, Ride with GPS

Bike Portland - Fri, 02/02/2018 - 08:38

Looking for a new place to spread you cycling wings? We’ve got two great job opportunities that just went up this week, and one that we’re re-listing as a favor to one of our favorite local companies.

Learn more about each one via the links below…

–> Shipping Specialist – Velotech

–> Bike Mechanic/Sales Person – Metropolis Cycle Repair

–> Customer Advocate – Ride with GPS

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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 $50 by visiting our Job Listings page.

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

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An auto user killed a woman who was walking legally across SE Stark and 148th today

Bike Portland - Thu, 02/01/2018 - 13:59

Overhead view of the intersection. Yellow arrow is the path of the victim.

The Portland Police Bureau is investigating a collision that happened just after midnight this morning at SE Stark and 148th. A driver hit and killed a person crossing the street on foot; then the driver fled the scene.

Just three months ago a 40-year-old man walking on Stark was hit and killed by someone using a car. And last March — also at 148th and Stark — another auto user killed someone walking and then fled the scene.

According to the police statement, “Officers believe the woman utilized the cross-walk on the east side of Southeast 148th Avenue. The woman was reportedly crossing northbound and had a walk signal when she was struck by a vehicle. The driver and vehicle that struck the women left the crash location. Officers searched for the vehicle, but have not located the vehicle or driver at this time.”

It happened just before 1:00 am. If you know anything about this collision, please contact the Traffic Division at (503) 823-2103.

SE Stark is well-known as a dangerous place for anyone outside of a motor vehicle. Just three months ago a 40-year-old man walking on Stark was hit and killed by someone using a car. And last March — also at 148th and Stark — another auto user killed someone walking and then fled the scene.

Kem Marks, the director of transportation equity at the Rosewood Initiative says his community is “very saddened” by this incident. “Unfortunately, this happens in our neighborhood far too often,” he shared with us via email today. “It is clear from the numbers on PBOT’s Vision Zero map that deaths and serious injuries of pedestrians on SE Stark are on the rise.” Marks’ organization is lobbying for more lighting at all signalized crossings on Stark. “We need community driven solutions that meet the community’s needs,” he says.

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Looking north on Stark at 148th.

Despite the clear and present threats to public safety posed by streets like Stark, people are still able to — and very frequently do — drive dangerously on them. And Portlanders pay dearly for the consequences.

“Unfortunately, this happens in our neighborhood far too often.”
— Kem Marks, Rosewood Initiative

The intersection of 148th and Stark is ranked 10th overall for drivers, bikers, and walkers on the Portland Bureau of Transportation’s High Crash Network. Because of its dubious safety record, the street is also a designated High Crash Corridor. As such it’s in a prioritized queue to receive safety upgrades. The City’s Vision Zero Project List (as well as our Transportation System Plan and Regional Transportation Plan) currently includes a project named, “Outer Stark Ped/Bike Improvements” that will cost between $5 and $10 million. It will build new sidewalks, crossing upgrades and cycling facilities from 108th to 162nd. However, the project is currently “unfunded.”

PBOT does have a large project funded in the short-term that will include safety upgrades on Stark. We asked spokesman John Brady about it today. “As part of the project, we are also considering a significant paving element and signal upgrades. This spring we will be doing initial scoping work to examine what safety upgrades would support a safer Stark.” Brady added that Stark is a high priority for the city’s Vision Zero efforts and, “It’s a corridor that needs significant street design changes and investment to improve safety for all users.”

As we reported yesterday, PBOT has plans to build safer crossings on SE Stark at 130th and 155th. It makes us wonder if “spot fixes” will ever be enough when this entire corridor presents deadly choices to road users on a daily basis. It’s no wonder that a recent survey of east Portland residents found that the number one transportation priority is safer walking conditions.

The woman killed this morning is the second person to die in a traffic crash in Portland so far this year.

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

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TIME Alpe d’Huez Launches, Their First New Bike in 4 Years

Bike Hugger - Thu, 02/01/2018 - 13:03

While in Park City last month to cover Sundance and fat bike in the snow, I also got a preview of the TIME Alpe d’Huez. As I noticed at the time, it’s lovely and what you’d expect from a legendary brand like TIME.

Time Visit in Park City to see their first new bike in 4 years.

It’s the first all-new bike from them in 4 years and meant to evoke the days when Michael Rogers, Tom Boonen all rode TIME. If you’re wondering, yep, a follow-on model will have disc brakes. For now, they’re focused on road racing.

Rim brake only for now with discs to follow.

TIME’s US operations were preparing the bike for a show and media tour this week, there was also snow on the roads, so I didn’t ride the Alpe d’Huez.

I did admire, again, how lovely it is.

TIME is the only bike brand allowed to officially use the Alpe d’Huez names, but also the only brand with a particular link to the village, as emblematic as their bikes.

The ride is tuned with a harmonic dampener in the fork.

The TIME Alpe d’Huez is the lightest bike TIME has ever made, almost 9% lighter than their previous light bike and the frameset weighs 840 grams. They achieved the weight drop a with a resin-transfer molding technique (RTM), using their own carbon, and layup. They tuned the ride with a harmonic dampener.

Watch the technical edit below for the details on how they make the frame.

All fascinating stuff for the roadie into ultimate performance and price. The complete, limited-edition bike costs $16,200. The more comfortable club version is called the 21 and will be offered in a range costing from $3500 on up. A 01 frameset cost $5150.

Bikes at the highest end, deliver a “wow” ride and while the demands of where I ride now require a bike with a different aesthetic, I understand where TIME is coming from with the Alpe d’Huez and the staff I met was certainly excited about it.

TIME offers a configurator for the bike as well and reminded me their frames are made by hand in the French Alps.

It’ll fit a 25 thank you very much.

The post TIME Alpe d’Huez Launches, Their First New Bike in 4 Years appeared first on Bike Hugger.

Weekend Event Guide: Illuminated Bike Parade, Caddyshack Ride, Breadwinner Cafe grand opening, and more

Bike Portland - Thu, 02/01/2018 - 10:17

LIght that bike and join the parade!
(Photo: J. Maus/BikePortland)

Bike. Love. Stories.

Don’t miss The Street Trust’s Live the Revolution bicycle-themed storytelling event on Friday, February 9th. Tickets and more info here.
*Advertisement

Is all the grey weather getting you down? Do you get unexpectedly happy when the sky turns bright? If so (or if not), you should check out the Portland Winter Light Festival. This year bike-related events are featured prominently. Biketown will place specially-lit bikes at stations near the start of the big parade near OMSI, Filmed by Bike will host an installation, you can get half-off a day-use bike share pass, and there’s a big bike parade!

We’ve got all the Winter Light Fest details and much more in this week’s guide…

Friday, February 2nd

Ride to the Illuminated Bike Parade – 5:30 pm at Aztec Willie’s
Go Lloyd is hosting this group ride from NE 15th and Broadway down to the Illuminated Bike Parade at OMSI. Use promo code LIGHTS18 in your Biketown app to get half-off a rental. Show up early for happy hour with the fun-loving wonks from Go Lloyd’s Bike Committee at Aztec Willie’s. More info here.

Filmed by Bike at Portland Winter Lights Festival – Friday and Saturday from 7:00 to 11:00 pm at North Williams and Tillamook
Filmed by Bike has teamed up with NW Documentary and artist Dave Valdez to bring the characters of their festival trailer to life on Portland’s busiest bike highway. More info here.

Illumninated Bike Parade – 7:30 pm at Oregon Museum of Science and Industry (OMSI)
Bling your bike with cool lights and other effects and add to the illuminating power of this kinetic parade! Expect an easy three-mile loop that starts and ends at OMSI — headquarters of the Winter Light Festival. Half-price Biketown rentals available using promo code LIGHTS18. More info here.

Saturday, February 3rd

The Devil made me do it. Ride to the Oregon Coast – 7:30 am at Flying Cat Coffee Co.
Camp Everywhere wants you to join them on a ride to the Coast. They’ve got an 85-mile route mapped out that stops for lunch in Sheridan and continues to Devil’s Lake Campground north of Lincoln City. More info here.

Breadwinner Cafe Grand Opening Celebration – 8:00 am to 4:00 pm
The Breadwinner crew is ready to celebrate their new cafe! Join them for a full day of fun where they throw open the doors to their shop and lay out the welcome mat for one and all. There will be a brazing demo, shop tour, group ride to Kelley Point Park, and beer and chili in the afternoon. Mmmmm. More info here.

Liv Portland Winter Warm Up – 10:00 am at Breadwinner Cafe
Liv is a cycling brand dedicated to women. Join one of their brand ambassadors for a short ride and community service project that will, “help erase the stigma around periods and provide menstrual products to those in need.” They’ll meet at Breadwinner and ride to Gladys Bikes on Alberta. More info here.

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Bob’s Red Mill Ride – 10:00 am at Gateway Transit Center
Join Bud Rice from the Portland Wheelmen Touring Club for a jaunt to the Springwater path and low-traffic roads down to Bob’s Red Mill HQ in Milwaukie. More info here.

Caddyshack Ride – 12:00 pm at I-205 & NE Airport Way
It’s the Bill Murray tribute ride you’ve been waiting for. Join ride leader Maria Shur for a 25-mile social ride that will check out golf courses along the Columbia River — then stop at one for lunch. Wear your argyle socks and fine golfwear. More info here.

Small Museums by Bike Redux – 12:00 pm at Movie Madness
Explore three small (and free!) museums in southeast Portland starting with the fantastic Hollywood paraphernalia at Movie Madness. Then move on to the Sellwood Museum and the Portland Puppet Museum. More info here.

Stoic Wheels 2 Year Party! – 7:00 pm at Stoic Wheels/Norther Cycles
Roll over to N Albina and Killingsworth and toast the second birthday of Brian Pagel’s Stoic Wheels. Check out his shop and talk wheels. While you’re there, ogle at the cool stuff and meet the cool people who work at Norther Cycles. More info here.

Sunday, February 4th

U23 Women’s Cyclocross World Championships Viewing Party Featuring Clara Honsinger – 1:30 pm at Chris King HQ
Portlander Clara Honsinger is competing in the Cyclocross World Championships on Sunday and her hometown Team S&M/Sellwood Cycle Repair is hosting a viewing party to cheer her on. Free food (chili!), free beer, and free fun await you. Go Clara! More info here.

Did we miss anything? If so, give it a shout out in the comments.

Stay plugged into all the bike and transportation-related events around the region via our comprehensive event calendar. Sign up here to get this Weekend Guide delivered to your inbox.

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

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BikePortland needs your support.

The post Weekend Event Guide: Illuminated Bike Parade, Caddyshack Ride, Breadwinner Cafe grand opening, and more appeared first on BikePortland.org.

Cycle Oregon goes ‘Gravel’ and heads to eastern Oregon in 2018

Bike Portland - Wed, 01/31/2018 - 19:36

The Hells Canyon Overlook will be one of many highlights in Cycle Oregon’s 2018 Classic ride.
(Photo: J. Maus/BikePortland)

Like a phoenix from the ashes of forest fires that caused the cancellation of last year’s ride, Cycle Oregon announced their 2018 season to much fanfare in front of hundreds of fans at the Portland Art Museum tonight.

Big crowd at tonight’s kickoff party at the Portland Art Museum seemed eager to get riding after a year off.
(Photo: J. Maus/BikePortland)

Before the meat of the presentation began, Executive Director Steve Schulz addressed the controversy around last year’s abrupt cancellation. Schulz humbly and fully apologized. “We learned we can always make improvements on how we do things and how we say things,” he said.

Then, as he appeared to choke up with emotion, he thanked the Cycle Oregon community for their support. Last year alone, in large part through riders who opted to donate $500 (half) of their entry fee, over $128,000 was donated to the Cycle Oregon Fund. “The money went back to those communities who suffered — not just from Cycle Oregon not being there, but from an entire season of wildfires.” “It reinforced to us,” he continued, “That you care about your fellow riders, you care about this state, you care about the communities, you care that we can continue to explore this state every year from the seat of a bicycle. This is your brand; and this brand is strong.”

With that taken care of, it was time to find out where we’ll be riding this year.

The two biggest reveals were the route of the “Classic” week-long ride and the details of a new ride coming in October.

From September 8th through the 15th, about 2,500 people will form a moving city and traverse a loop starting in Baker City in eastern Oregon. Then from October 5th through 7th they’ll host a base camp for unpaved riding on logging roads through the Tillamook State Forest at their first-ever “Gravel” ride.

We’ve got all the details…

Classic route offers best of eastern Oregon’s nature and culture

Classic ride map.

The 2018 “Classic” route ($999 per rider) will go through Halfway, Wallowa Lake, Elgin, Pendleton, and La Grande before returning to ever-so-charming Baker City. The route will cover similar ground to the 2015 event that had to forego its climactic ascent to Wallowa Lake and reverse course due to a wildfire.

“The route takes riders past stoic peaks, through historic frontier towns, and past wide-open farmland,” says the brochure; but that doesn’t come close to relaying the majesty of this route. Check out our “5 Days in Eastern Oregon” photos and stories for a sampling from the roads, places, and faces of towns like Halfway, Joseph, La Grande, and Baker City.

As a bonus, riders will get a day off in Pendleton when the famous Pendleton Round-Up will be in full swing.

The seven-day event covers 383 miles and 23,600 feet of elevation gain — or 451 miles and 28,800 feet of elevation gain if you take all the options. Among the optional routes are sections of unpaved, gravel roads that will give riders a different perspective on the jaw-dropping vistas and an even greater sense of adventure.

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Here’s the day-by-day breakdown…

Day 1: Baker City to Halfway
Miles: 54.5 (57.3 w/ gravel option) | Elevation: 2,881’ (4,742’ w/ gravel option)

Day 2: Halfway to Wallowa Lake
Miles: 78 (83.8 w/ option) | Elevation: 6,682’ (7,412’ w/ option)

Day 3: Wallowa Lake to Elgin
Miles: 60.6 (65 w/ gravel option) | Elevation: 1,859’ (2,603’ w/ gravel option)

Day 4: Elgin to Pendleton
Miles: 75.3 | Elevation: 5,220’

Day 5: Pendleton – Layover Day
Miles: 54.7 | Elevation: 2,300’

Day 6: Pendleton to La Grande
Miles: 56.5 | Elevation: 4,720’

Day 7: La Grande to Baker City
Miles: 58.4 | Elevation: 1,800’

Finally. Cycle Oregon goes ‘Gravel’

Cycle Oregon isn’t only adding unpaved options to their Classic ride, they’ve unveiled a brand new three-day “Gravel” event as well. Yes, America’s best road ride is going off-road.

It’s new!
(Photo: Cycle Oregon)

After years of debate and discussion, Cycle Oregon has finally responded to the growing interest in unpaved riding. The much-anticipated new “Gravel” ride ($265 per person) will be based in the Tillamook State Forest near the small town of Timber, about 20 miles west of downtown Portland. Similar to their Weekender event, Cycle Oregon will set up a base camp and offer selection of supported routes that participants can do each day. After riding, camp will be full of food, live music, beverages, and camaraderie.

“Feel the calm of the forest as you crank through the firs and ferns, spruce and salal,” reads the Gravel brochure. “See the abandoned rails and trestles that will someday be the Salmonberry Trail, connecting the Valley to the Coast. Come out, test your grit and enjoy the challenges and rewards of this first-of-its-kind backwoods biking experience.”

Here are the route details:

If you want more miles, there will be a group ride from Portland to the Gravel base camp. Cycle Oregon will offer a gear drop so riders can pedal the 30 miles without their bags. “We’ll meet you in the beer garden on Friday night,” Schulz said.

But wait, there’s more!

In addition the the Classic and the new Gravel, Cycle Oregon will bring back their one-day women’s ride, Joyride (June 9th, $100 per person) and the Weekender (July 13-15). This year’s Weekender ($225 per adult and $99 per child (age 7-17; kids 6 and under are free)) will be based on the campus of the University of Oregon in Eugene.

Online registration for all rides starts tomorrow (2/1) at 12:00 pm at CycleOregon.com.

[*Disclaimer: Cycle Oregon is a promotional partner of BikePortland.]

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

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Trek Travel Palm Springs & Joshua Tree

Bike Hugger - Wed, 01/31/2018 - 16:35

Riding Palm Springs and the Joshua tree is on my trip list ever since I was there for an event and rode the tramway on a folding bike. That was a hard ride, not sure I’d do it again. And, these days I’d much rather relax and enjoy myself with an outfit like Trek Travel who just announced their mid-winter getaway exploring the beauty of Joshua Tree National Park and the architecture of Palm Springs.

Trek Travel guests will enjoy a private cycling tour of architecturally-significant Palm Springs homes, including former homes of Frank Sinatra, Elvis Presley, and the Kaufmann Desert House, a 70-year old masterwork of design and construction. The base for the rides is Korakia Pensione, a Moroccan villa originally named Dar Marroc that was built in 1924 and was the former hideaway of Scottish painter Gordon Coutts. It was restored in 1989 with villas and bungalows on a 1.4 acre estate.

Sounds awesome, right?

The five-day, four-night trip begins and ends in Palm Springs, CA and is priced from $2,999 per person. It is available January 21 – 25, January 28 – February 1, February 4 – 8, February 11 – 15 and February 18 – 22, 2018.

Each trips includes the use of the latest Trek bicycles like the Domane SL 7 or XM700+ electric assist, featuring Garmin GPS devices and Di2 electronic shifting; boutique accommodations; most meals; snacks and drinks for each day’s ride; daily route support; social hours; entrance fees to group events; transportation during the tour; complimentary Trek Travel merchandise, and more.

Read more about the Palm Springs and Joshua Tree trip on Trek’s site and my review of the Domane here.

It’s a great bike.

Trek Travel was formed in 2002 and is the luxury bicycle touring arm of Trek Bicycles. It’s been winning awards ever since. Trek Travel comes highly recommend and why I share their trips, like this one in Sonoma where attendees spent an amazing Singlethread weekend.

Photo credit: Zack Jones Photography

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