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Assos Speed Club

Bike Hugger - Sun, 12/16/2018 - 07:55

One bright spot in a down year for road is Assos with new kit, an anniversary, and the Assos Speed Club.

The club is a global collective of riders, racers, and ambassadors. They all share a passion for cycling. A secured future and bringing people together is their goal.

Shortly following a ride in NYC, club members road in Los Angeles, Lugano, Frankfurt, and London. Assos Speed Club is currently free to join, offering members firsts looks at new products and special offers. Their goal is to connect you with other riders in your area or an event at your local Assos dealer.

Assos history runs deep in cycling —I have kit that’s 20-years old. From a start on the track and growing up in racing, their new club is committed to the sport of cycling.

While I ride purely for pleasure now, above all, I’m on board with Assos’s mission. It’s a good goal to inspire, connect and foster the next generation of cyclist. And, I hope to see you on a ride.

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How Portlanders handled a wet, dark, stormy bike commute

Bike Portland - Fri, 12/14/2018 - 15:04

(Photo: Jonathan Maus/BikePortland)

Tuesday afternoon was a doozy, weather-wise.

It’s not often I’ll opt out of a bike ride, but I hopped on light rail to make it to a meeting downtown. Why? The conditions were: dark, windy, wet, and cool (just cool enough to need a jacket, just warm enough to make you sweat in it). I can handle each of those variable by themselves, or even two or three of them at once. But when all those factors get together I look for non-biking options if I’m able.

I had a feeling a lot of you battled the deluge, so I posted a photo of a rider battling rain on our Instagram feed and asked our followers to share. I don’t take comfort in other people’s misery, but I have to admit I enjoyed reading all the comments that came in! In case you missed the post, here’s what people had to say:

swanny22Yeah, that was not particularly enjoyable.

icomeoutatnight I worked in it, however it was relatively not that bad. It could’ve rained more and it wasn’t even cold enough for gloves

stahnke_kong & a flat tire on top of it all!!

nwcanyoning 7 miles home from downtown was fun

Judge decides Missing Link megastudy did not adequately address economic concerns

Seattle Bike Blog - Fri, 12/14/2018 - 13:13

In yet another partial court defeat, the Ballard Missing Link of the Burke-Gilman Trail has once again been thrown into question this week after King County Superior Court Judge Samuel Chung sided with the city on two out of three of the major challenges to its environmental megastudy of the trail route. But that isn’t enough.

We are still trying to learn what exactly this means for the project, which is currently scheduled to begin construction early next year. So stay tuned. UPDATE: The City Attorney’s Office told the Seattle Times they disagree with the decision and plan to appeal it.

Previous court decisions required the city to conduct a massive environmental impact statement (“EIS”), the kind of study typically required of megaprojects on a much larger scale than a short stretch of biking and walking trail. The 829-page study took years to complete at significant cost. It’s safe to say that this is the most-studied section of trail in state history. Maybe in the nation?

Because the city conducted the EIS, trail opponents’ only legal path was to argue that the city’s study, which the Seattle Hearing Examiner approved, was legally inadequate. This should have been a pretty tough bar to clear, but they did it. Appellant attorney Josh Brower continues to surprise with his ability to win just enough to block or delay this project. This is the second time he has won small pieces of his cases against the trail in King County Superior Court.

On questions of safety and parking, the judge found the study adequate. So that’s the good news. But on the question of economic impact, the judge found the study inadequate. Specifically, the judge “identified the potential for increased costs of insurance” as the basis for the ruling, according to a Cascade Bicycle Club statement. Cascade has been involved in the legal fight for many years, intervening on the city’s behalf.

“We believe this can be resolved and that the City can move forward with getting construction back on track,” the statement says.

The question of increased insurance costs has been floated for many years as a reason to block the trail. It’s always been a somewhat baffling argument because the trail is safety project designed to provide folks biking and walking with a separated and protected space to do so. It also feels strange that the whims of a private insurance company could decide whether the city can build a trail on public right of way. But here we are. It has been an argument against the trail for so long that it is discouraging that the city did not address it well enough in its massive study to satisfy the court.

The case is moving to King County Superior Court Judge Roger Rogoff starting in January.

I have a question into the city about what it would take to satisfy the judge’s concern and what the timeline for that could be. I will update when I hear back.

In the meantime, here’s the full statement from Cascade:

While the members, leadership and staff of Cascade Bicycle Club are disappointed in the overall outcome of the ruling today in King County Superior Court, it is clear that Judge Samuel Chung agreed that the bulk of the Missing Link Environmental Impact Statement (EIS) was sufficient. Specifically, he ruled that the EIS was sufficient in the areas of traffic analysis and safety as well as the review of any loss of parking. Conversely, Judge Chung identified the analysis of economic impacts—specifically the potential for increased costs of insurance—as the single basis for ruling the EIS deficient. We believe this can be resolved and that the City can move forward with getting construction back on track.

“Unfortunately the real cost of this obstruction campaign is borne by the over 300 people a year who suffer injuries on the Missing Link,” says Richard Smith, Executive Director of Cascade Bicycle Club. “For over 20 years, a few deep-pocketed individuals have delayed while the community of Ballard has waited for their preferred route.”

Since the Environmental Impact Statement was completed in 2013, thousands of residents and businesses have weighed in on the EIS and subsequent design process saying they want to ‘Complete the Missing Link!’ During the EIS comment process alone, 77 percent of the 4,500 respondents indicated a preference to locate along the preferred alternative, which runs along NW 45th St., Shilshole Ave. NW and NW Market St.

The Little Things: Stripes on stop sign poles in Seattle

Bike Portland - Fri, 12/14/2018 - 12:00

A stop sign in Seattle with white and red striping on the pole.
(Photos: Mike Dowd)

This post was written by reader Mike Dowd.

When I grew up in Seattle, stop signs had wood posts with red-and-white, candy cane-like stripes. Now they have metal poles, but they’re still striped. When I moved to Portland, I really missed them! It seemed dangerous without them.

When you approach an intersection in Seattle, the stripes immediately show you whether people entering the intersection from other directions must stop. In Portland, you have to look for the octagonal sign shape — not easy to see when you’re looking at the back of a sign across the intersection (maybe with a telephone or light pole in front of it), and almost impossible when looking at the narrow edge of a sign regulating cross traffic.

It’s critical for everyone — whether driving, riding, or walking — to know who must stop at an intersection. You don’t want to enter an intersection until you’re sure nobody is entering it from your left or right. You don’t want to make a left turn until you know whether an oncoming vehicle or bike is going to stop.

If you misread the intersection, and proceed thinking that crossing traffic has stop signs when it does not, you may cause a crash. If you don’t see others’ stop signs, and slow or stop thinking they don’t need to stop, you create confusion and delays. (Portland has become infamous for the “You go,” “No you go,” “No you go,” dance.)



Easier to see from any direction.

Portland has a mish-mash of info added below stop signs: “All Way” signs at intersections with four stop signs, “Oncoming Traffic Does Not Stop”, “Traffic From Right Does Not Stop”, etc. But it’s not consistent, which itself creates danger. Those also only give information to people who do have a stop sign. If you don’t have a stop sign, there’s no sign telling you whether cross-traffic or oncoming traffic has stop signs.

The stripes also make stop signs much more visible for people approaching them, since the overall “sign” becomes effectively about eight feet tall instead of just a two-foot octagon.

Also, the stripes Seattle adds to metal stop sign posts are reflective, so all the various advantages of the stripes are magnified at night. In Portland, the backs and edges of stop signs are almost invisible at night.

I’d like to see the stripes added in Portland. I’m curious what others have seen in other places.

— Mike Dowd

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New diverters on Ankeny and Lincoln part of plan to keep drivers off side streets

Bike Portland - Fri, 12/14/2018 - 10:46

New driving discouragers on SE Ankeny at 15th.
(Photos: Jonathan Maus/BikePortland)

“Things have changed a lot since we did our neighborhood greenway assessment [in 2015]… There’s more traffic pressure.”
— Roger Geller, PBOT

Life is slowly but surely getting harder for people who drive in Portland. And that’s exactly what the Bureau of Transportation is aiming for. In the past week they’ve laid down median diverters that limit where we can drive. The goal is to encourage us to keep our cars off what are known as neighborhood greenways — streets where cycling is supposed to be the priority mode of travel.

But as Portland’s roads have become filled with too many drivers in recent years, PBOT has had to do more to defend greenways from an onslaught of traffic-dodgers staring into Waze and Google Map apps in an attempt to shave a few seconds off their trip. Unfortunately those apps often lead people onto (what should be quiet) side streets that have been engineered specifically to make cycling less stressful. To end this cycle of more drivers and more stressful conditions on side streets, PBOT has added new diverters at two locations: on SE Ankeny at 15th and SE 50th at Lincoln.

SE Ankeny and 15th

As it should be: Driver forced off, bicycle rider allowed to continue.

PBOT image shows what they’ll look like when finished.

As we reported in 2014, many drivers swoop onto Ankeny to avoid the traffic further west at the Burnside/Couch couplet. Thanks to activists with Bike Loud and Buckman neighborhood residents, PBOT agreed to install a temporary diverter at 15th. They made good on their promise in July 2016 by placing large concrete planters and yellow caution signs in the middle of the intersection. The treatment prevented people from driving straight through 15th, forcing westbound drivers to turn north (back to Burnside) and eastbound drivers south.

This week PBOT made those temporary diverters permanent by laying down concrete median islands. The new islands are easier on the eye and are intended to accomplish the same result. PBOT told us this morning that more signage and vertical elements are still to come. They include (but are not limited to): stop signs facing north and south, yellow warning signs that alert people to the presence of people biking through the intersection, yellow and black striped sign, and signage leading up to the intersection indicating that it’s not for through-traffic, only bicycle traffic.

SE Lincoln and 50th

PBOT’s final design (note the car parking space on northeast corner).

It’s been a year since the infamous open house where opposition to the Lincoln-Harrison neighborhood greenway project went absolutely off-the-rails. PBOT’s attempts to reduce the amount of driving on Lincoln were met with epic opposition. Ultimately PBOT won the day with a revised plan that came out in March.

One of the biggest sticking points was a diverter at 50th and Lincoln. PBOT had to do something because this intersection had the highest volume of drivers of anywhere on the greenway — 2,300 cars per day east west of 50th and 1,500 east of it. The city’s goal for greenways is under 1,000 cars per day.

They settled on a compromise design that would place diverters in the middle of 50th to prevent people from driving through the intersection and limit some turning movements.



Work began this week to install the diverter. However, some activists are crying foul because PBOT has altered the design since it was last shown to the public.

The plan before PBOT made the tweak to add a parking space. Compare it to the image above.

On Tuesday, local resident Andrea Brown with the Safer Lincoln group emailed PBOT Capitol Project Manager Sheila Parrott. Brown was concerned that the new design, “Has created an unsafe jog in the bicycle flow in order to accommodate an extraneous parking space on the northeast corner.” Brown added that her group was aware that an adjacent neighbor had contacted PBOT to request a parking spot in front of their house (which has its own driveway).

Parrott wrote to Brown that, “Following resident input, we revised the plan to remove the on-street parking on the south side and provide a disabled parking space on the north side. Although this type of parking space is generally used by the person making the request for the space, it is not a personal space. Anyone displaying the disabled placard can use the space.”

Another transportation activist and local resident named Betsy Reese emailed PBOT with several concerns about the new design. One problem she mentioned was that it, “Forces westbound cyclists to veer to the left to get past a stopped car, then veer to the right to line up at the gap in the diverter.” Reese wanted the parking spot moved further east to avoid conflicts at the intersection.

A PBOT traffic engineer replied to Reese to say the current layout is only a prototype and they plan to monitor her concerns as part of the evaluation

A brand new greenway treatment

Conspicuity is the goal.

In other neighborhood greenway news, PBOT unveiled a new idea at the Bicycle Advisory Committee meeting on Tuesday night. Citing what he sees as, “more traffic pressure” on neighborhood greenways since PBOT’s assessment report was passed by council in August 2015, PBOT bicycle program manager Roger Geller said they’re considering a new approach. Geller shared a list of projects up for possible funding in 2019-2020 that included one described as, “An innovative attempt to highlight the visibility of bicycle priority on neighborhood greenways.” The idea is to double the frequency of sharrow markings, possibly add painted stop lines on side streets, and add other signage as needed.

Geller said he’s noticed that many people ride in the door-zone on neighborhood greenways — a sign of stress likely caused by fears of drivers coming from behind. Geller wants to make Portland greenways more “readable as a bikeway.” In addition to more sharrows and signage, he’d like couple that with an education program. The goal would be to make it more difficult for people in cars to pass bicycle users, which would hopefully discourage people from driving on greenways altogether.

UPDATE: Reader 9watts (who’s concerned about the width of the biking gaps being too wide) has sent us fresher photos of the Ankeny/15th diverters:

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

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WSDOT is testing out a less bumpy gap cover on the 520 Bridge trail

Seattle Bike Blog - Thu, 12/13/2018 - 12:25

Base photos from WSDOT.

The trail on the 520 Bridge is amazing, except for one annoying and possibly dangerous detail: The metal plates that cover the floating bridge’s expansion gaps are jarringly bumpy. It’s a frustrating detail in what is otherwise a wonderful experience (well, as wonderful as being next to a freeway can be).

Well, great news! WSDOT installed a demonstration gap cover yesterday to test a design that is hopefully less jarring and meets all their engineering criteria (the plates need to handle heavy loads in case the trail is used for maintenance vehicles). It is located near the east end of the bridge, and WSDOT is hoping to gather feedback from folks about whether it addresses the issue. Text (206) 200-9484 to submit feedback.

  • This is an improvement, upgrade all similar plates: text “A
  • I didn’t notice a difference/the old plates are fine: text “B

You can also post to social media using the hashtag #RateThePlate.

We noted these bumps before the bridge opened and argued that the state should smooth them out so they are not so jarring. When biking, you hit a bump every few seconds. This is annoying, for sure, and diminished the otherwise pleasant experience of biking across Lake Washington. But my main concern is that someone will not be expecting such a bump on a brand new trail and will crash.

I have not yet heard any reports of crashes caused by these gap covers, which is a good thing. But it is still worth fixing the issue to be sure.

From the photos, it certainly appears to be a much less jarring bump, though Seattle Bike Blog has not yet had a chance to try it out. Have you biked across the 520 Bridge since the new plate was installed? Let us know your thoughts in the comments below.

More details from WSDOT:

State Route 520’s new trail across Lake Washington has garnered high praise from more than 300,000 users since its December 2017 opening. Bike riders, runners, dog walkers and folks out for a relaxing stroll tell us they’re delighted to have a new, foot-powered trail with scenic lake and mountain views. And many pedal-pushing commuters say the new trail, as an alternative to I-90’s cross-lake connection, is cutting significant time off their daily treks between the Eastside and Seattle.

There’s one aspect of the path that’s not getting rave reviews: the narrow steel plates covering the trail’s expansion joints on the bridge. Some bike riders tell us the plates are jolting, especially for road bikes with skinny, highly inflated tires. I’ve ridden the trail myself, several times, and experienced the thump of each joint cover.

I’m glad to report that we’re working on a remedy. Our engineers developed and installed a prototype plate designed to ease the bumps cyclists experience while crossing the floating bridge. The new cover plate design won’t completely eliminate the bumps – but it should produce a marked improvement.

That’s where you come in. Now that the prototype cover plate is installed, we’re asking riders to #RateThePlate. After biking over the replacement plate (located near the east end of the bridge) we’re asking riders to text us at (206) 200-9484 to rate their experience with two options:

  • This is an improvement, upgrade all similar plates: text “A”
  • I didn’t notice a difference/the old plates are fine: text “B”

We’ll solicit feedback through the end of the year. If we hear that the plate provides a better ride, we’ll manufacture and install replacements for all 27 existing narrow cover plates.

Why the path has cover plates
The roadway on the new, 1.5-mile-long floating bridge has expansion joints on each end of the 23 massive, concrete pontoons supporting the structure. The joints allow the bridge to expand (or contract) horizontally as air and water temperatures change. They also allow the bridge to flex vertically as the lake’s water level rises or falls. On the shared-use trail, there’s an open gap at each joint that varies in width from about 2 to 4 inches. Left exposed, a gap of that size could be hazardous to someone with a cane, a skateboarder, or other trail users. So we added cover plates over each joint to address the safety risk that open gaps would pose.

The trail’s existing steel cover plates are a half-inch thick, with a flat top, beveled edges and a rough, nonskid surface. When designing the bridge, we used federal guidelines to ensure the plates’ compliance with the Americans with Disabilities Act.

The plates also play a role in the integrity of the bridge itself. The roadway and shared-use path are elevated 20 feet or more above the lake’s surface. This design feature keeps vehicles, bike riders and pedestrians wave-free during windstorms. It also gives our crews ample room for inspection and maintenance of the pontoons below.

Because the bridge deck is elevated – up to 70 feet on the east high-rise near Medina – we use a special truck, equipped with an extendable, hinged arm and crew basket, for inspecting the underside of the bridge. This 3-ton vehicle travels along the trail for these inspections, so the cover plates must be strong enough to support its weight. Moreover, emergency vehicles, including fire trucks, might have to use the trail if a major incident blocked the roadway.

A tale of two trails
A few bicyclists have asked us why the older, narrower shared-use trail on the I-90 floating bridge is smoother than the new SR 520 Trail – without the expansion-joint bumps. The answer, once again, relates to SR 520’s elevated roadway.

In the same way traffic moved on the old SR 520 floating bridge, all I-90 traffic crossing Lake Washington – including bicycles – travels directly on the pontoons’ concrete surface. That means there are no heavy trucks making under-bridge inspections from I-90’s shared-use path – and no need for sturdy cover plates on that path’s expansion joints.

The new SR 520 Trail is a wonderful addition to the region’s expanding network of trails, and we want your experience of riding the trail to be fabulous as well. Be sure to #RateThePlate after your next ride!

Photo from WSDOT

Disability rights activists to TriMet: Let us take trikes on MAX

Bike Portland - Thu, 12/13/2018 - 10:04

Serenity Ebert (left), Christine Watts (center), and Dawn Cohoe (right) in front of the TriMet board meeting yesterday. They are part of Civil Unrest Bicycle Club, a disability rights advocacy group.
(Photo courtesy Christine Watts)

TriMet General Manager Doug Kelsey and the agency’s Board of Directors heard from two cycling activists during the open public comment period of their meeting yesterday.

“I can’t use public transportation to get to cycling events that I can’t ride to or back from. What do I do? Where is the equity in that?”
— Serenity Ebert

Serenity Ebert rolled up to the microphone on her trike, which she uses as a wheelchair. It’s the same one she pedaled to the stage at the recent Alice Awards dinner where she gave a rousing speech about her experience navigating Portland streets with a physical disability. Christine Watts joined her at the testimony table to ask TriMet to allow tricycles on MAX light rail trains. Both women are members of Civil Unrest Bicycle Club, a grassroots disability advocacy group.

Current TriMet policy does not allow three-wheeled bicycles on MAX. Specifically, the policy states that only, “… two-wheeled bikes, folding bikes, and recumbents the size of a standard bike are allowed… 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.”



“Not allowing such forms of personal transportation on the MAX train creates a hardship, and puts the disabled more at risk of injury, or being a victim of a crime.”
— Christine Watts

Ebert has submitted an application to TriMet for a special exception to the rule, but she says it has been denied. “I’ve lived downtown for 10 years,” Ebert said in her testimony yesterday. “I depend on public transit to navigate the city.” “I use my walker or my trike as my mobility devices,” Ebert continued. “A while ago I was informed that I can’t take my trike on transit as a mobility device. You could argue that I have equal access because I can use my walker on transit. But is it fair or equitable that I can’t use my other mobility device? The one that allows me to more fully participate?”

Ebert explained to Kelsey and the TriMet Board that she needs to be able to use both devices. The walker is slow and difficult to use on its own, and when she’s only using the trike she can’t, “Simply get off and go run to get my walker.” Ebert says if TriMet won’t let her use her trike as a mobility device, she’s still prevented from using it because a bicycle with three wheels is explicitly prohibited in current policy.

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“Unlike my fellow non-disabled cyclists, I can’t use public transportation to get to cycling events that I can’t ride to or back from. What do I do?” Serenity asked. “Where is the equity in that?”

In her testimony, Watts said TriMet’s exclusion of adult tricycles and adaptive trikes is discrimination against people with disabilities. “Not allowing such forms of personal transportation on the MAX train creates a hardship, and puts the disabled more at risk of injury, or being a victim of a crime. For example when tricycles are vandalized or parts are stolen or the trike itself when parked at bike racks.”

After their testimony, no one from TriMet spoke or asked questions. You can watch this testimony on video here (starts at 5:00 mark).

In an email today, TriMet public information officer Tim Becker said that while Ms. Ebert did file a “Reasonable Modification Request,” it was denied because, “The requested modification would not be necessary to allow her to fully use or participate in TriMet services, programs, or activities.” Becker said they made that decision based on Ebert’s ability to use a walker. “While Ms. Ebert cannot bring the tricycle on board,” Becker wrote, “she is able to access the transit system using her primary mobility device, which is her walker.” TriMet also says they have no plans to classify trikes as mobility devices, but they will address Reasonable Modification requests on a case-by-case basis.

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

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Mayor’s last-minute ousting of Bike Advisory Board Chair was an awful way to treat a volunteer

Seattle Bike Blog - Wed, 12/12/2018 - 15:20

Casey Gifford speaks to a crowd gathered for the Bike to Work Day 2018 rally at City Hall.

Just hours before the November meeting of the Seattle Bicycle Advisory Board, Co-Chair Casey Gifford received a call from the Mayor’s Office informing her she was headed to her last meeting on the volunteer board.

The decision stunned Board members and surprised Gifford because this has never happened before, at least in recent memory. And it certainly has not happened to the Chair of the Board with no time to plan for a leadership transition. There are so many new members on the Board that only Amanda Barnett has completed a full term, Erica Barnett reports.

“I wanted to step down as chair, but I didn’t feel it was the right time with how many new people we had,” Gifford told Seattle Bike Blog.

Typically, if a Board member wants to stay on for a second term, they can. Members are limited to two two-year terms, which prevents the Board from becoming stagnant and creates space for new leaders and new voices. This system works, which is why the statement the Mayor’s Office sent Seattle Bike Blog doesn’t add up:

It’s the Mayor’s priority to continue to bring in new voices on her boards and commissions. We’re grateful for Casey Gifford’s service and look forward to welcoming a new chair in the coming weeks. The Bike Advisory Chair will be a critical role as we advance the Mayor’s commitment to multimodal transportation in the City of Seattle.

In just two years, had proven herself to be a very valuable and dedicated leader. That’s why it’s so surprising not only that the Mayor’s Office would choose not keep her on for another term, but that they would dismiss her so abruptly.

Perhaps this is a good time to remind everyone that the Bike Board is a volunteer gig that has no actual decision-making power. The city won’t even put in the effort to record their meetings for the Seattle Channel website, so the only records are the meeting minutes and any letters they choose to write. It requires a lot of time and energy, especially for the Chair, and the personal gains are minimal beyond fulfilling a basic desire to help make the city better for biking. I guess it could also look good on a résumé.

Half the members are appointed by the Mayor and half are appointed by the Council. They are tasked with “advis[ing] the City Council, the Mayor, and all departments and offices of the City on matters related to bicycling, and the impact which actions by the City may have upon bicycling; and shall have the opportunity to contribute to all aspects of the City’s planning processes insofar as they may relate to bicycling,” according to the 1977 resolution that created it (PDF). Basically, they can ask questions and write letters. They can be effective in influencing decisions if city leaders choose to listen, but they don’t have any direct authority.

In Gifford’s place, Erica Barnett reports that the Mayor has appointed Selina Urena. Urena formerly worked in development at Bike Works and now works at Transportation Choices Coalition. This gripe has nothing to do with Urena, who should be a great addition to the Board.

My concern about Gifford’s ousting is that it is such an insult to someone who has volunteered so much to the city. She didn’t deserve to be treated this way by the Mayor of our city. This also sends a terrible message to other community members which might be interested in volunteering their time to help Seattle. There are plenty of other community organizations that will appreciate the gift of your time.

I am also concerned that at a time when the Mayor cannot even manage to hire an SDOT Director or even attempt to accomplish the Department’s voter-approved work, she is instead micro-managing the leadership of a powerless volunteer advisory board.

Seattle Bike Blog thanks Casey for her work on the Board. Your ousting is the city’s loss. Barnett reports that Councilmember Mike O’Brien is considering appointing Gifford, which would be great for the Board. But I wouldn’t blame her if she said, “No thank you.”

Bird rallies with The Street Trust to get e-scooters back “as soon as possible”

Bike Portland - Wed, 12/12/2018 - 15:00

(Photos: Jonathan Maus/BikePortland)

Bird, the fastest company to ever reach a $1 billion valuation, set up shop on the steps of Portland City Hall today in a bid to get their product back out on the streets. Joining them were leaders from active transportation advocacy group The Street Trust and Forth Mobility, a nonprofit that promotes electric vehicles.

“Our streets are for people. Our streets should also be for e-scooters.”
— Jillian Detweiler, The Street Trust

Portland’s four-month pilot of shared electric scooters ended at the end of November and Bird was one of the companies that took part. “We’re here today to talk about bringing scooters back as soon as possible, and to expedite the process,” a Bird spokesperson shared with me before the event got underway.

Before speakers took to the mic, Bird staffers, scooter advocates and interested onlookers milled around a table and tent emblazoned with the Bird logo that had been set up in City Hall plaza. The company offered free helmets, pizza, coffee, and custom-made cookies.

The first person to speak was Joanie Deutsch, senior manager of government partnerships at Bird. She said Portland should restore access to this transportation option “as soon as possible.” “Portland riders made clear they enjoyed having access to e-scooters as an affordable transportation option,” Deutsch added.



Jillian Detweiler from The Street Trust speaks with Bird’s Joanie Deutsch in the background.

The Street Trust Executive Director Jillian Detweiler also spoke at the event. She said her organization was, “Tremendously surprised and happy” about the scooter pilot program. “It was giving a broader population of people an alternative to driving,” she said. “And giving people a convenient — and even fun — way to get where they need to go.”

“We’re here today because the pilot was a success,” Detweiler continued. She then echoed Deutsch’s comments, saying she wants scooters back on the streets as soon as possible. Detweiler acknowledged the need to consider data and feedback from the pilot and said she’s aware some scooter users rubbed walkers and people with disabilities the wrong way. “But we’re confident those [issues] can be worked out,” she said. “Our streets are for people. Our streets should also be for e-scooters.”

Detweiler also said The Street Trust is focused on making sure PBOT moves forward with their analysis. She announced today that PBOT plans to make a final e-scooter report available in mid-January and open up the topic to public comment shortly thereafter.

I chatted with Bird spokesperson Mackenzie Long before the event. She said, in addition to rallying support for e-scooters, they held the event to urge Portland to step into the forefront of the micromobility revolution. “We’re here to remind Portland that you were a leader in sustainable transportation. So keep it going!”

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

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“Cut in 2 seconds!” Is the Ottolock really that easy to snip?

Bike Portland - Wed, 12/12/2018 - 11:05

Screen shot of LockPickingLawyer video. Watch it below.

The Ottolock by OTTO Design Works.

A popular YouTuber has created a bit of a public relations headache for a local company.

After a very successful Kickstarter campaign in fall of 2016 where they raised over $350,000 (their goal was just $50,000) from nearly 4,000 individuals, OTTO Design Works launched their Ottolock with the wind at their backs. The Wilsonville-based company says over 100,000 Ottolocks have been sold (at $60 to $85 depending on length) and they can be found at bike shops and outdoor gear retailers nationwide.

“There was at least $30,000 worth of high-end road bikes outside the owners’ line of sight, right outside a big city, secured by a lock I suspected could be cut in a matter of seconds.”
— LockPickingLawyer

When we reviewed the lock in July 2017 we said the company had hit a “bike security sweet spot” by making something that would keep your bike safe for quick stops without taking up much room or adding weight to your training kit.

Since then we’ve heard some concerns about the lock’s strength, but nothing overly alarming. After all, it’s not marketed as a u-lock replacement and it’s not intended as a primary lock. The idea is to, “protect against theft opportunists,” the company’s website says.

But when a YouTuber known as LockPickingLawyer uploaded a video last week showing an Ottolock being cut in two seconds, I was shocked. I wanted hear from OTTO Design Works. Since it’s a locally-made product that we’ve reported on in the past, I felt the community deserved to know more.

The video itself is relatively straightforward. It features narration by Mr. LockPickingLawyer and he easily slices through the lock with a pair of tin snips in one try, just as the title of his video advertises. He says he decided to test the lock after seeing them being used at a local coffee shop. “I was stunned,” he says in the video. “There was at least $30,000 worth of high-end road bikes outside the owners’ line of sight, right outside a big city, secured by a lock I suspected could be cut in a matter of seconds.”

As you can see in the video, it appears he was right.

“We haven’t been able to replicate that outcome or speed in any testing.”
— Jake VanderZanden, Ottolock

LockPickingLawyer has amassed 270,385 subscribers and his videos have received over 38 million views since June 2015. The videos show him defeating all types of locks from many different major brands like Kryptonite and Abus. The Ottolock video is one of his most popular and is on its way to 700,000 views.

What struck me about LockPickingLawyer’s video is that Ottolock has a video of their own on YouTube (from April 2016) that shows them trying to cut a lock with tin snips without any success at all. In marketing materials, the company says the lock is “very cut-resistant”.

I contacted OTTO Design Works President Jake VanderZanden yesterday. He contends there’s simply no way the lock could have been cut that easily without a lot of preparation. “It’s highly produced or under extremely controlled or tuned conditions,” he said, “We haven’t been able to replicate that outcome or speed in any testing — either two years ago [when product launched] or recently.” VanderZanden said when they try to cut a lock with snips, the band flexes and folds inside the jaws of the tool, making it very difficult to cut.



“Very cut-resistant.”

However, VanderZanden added they’ve never claimed the Ottolock is cut-proof. “We’ve cut them under certain conditions ourselves,” he said, before falling back on their marketing claims that the product is, “Highly engineered and more secure than a cable lock.” “It’s an excellent product for its intended use and target customer.”

Since both a YouTuber known for defeating locks and a company who sells them are hardly unbiased parties in this conversation, I found other perspectives.

Officer Sanders said he and his team warned OTTO Design Works that their lock would be vulnerable to tin snips, which according to Sanders, are carried by about half the criminals they arrest.

Portland Police Bureau Officer Dave Sanders is the lead of the PPB’s Bike Theft Task Force and has countless hours of street-level experience with bike thieves and their aftermath. When I told him about the video and asked for his opinion on the Ottolock he didn’t mince words. “That lock should not be used,” he said. “It’s maybe a smidge better than nothing at all. No more secure than a cheap cable lock.”

Officer Sanders said he and his team warned OTTO Design Works that their lock would be vulnerable to tin snips, which according to Sanders, are carried by about half the criminals they arrest.

In Ottolock’s defense, the urban commuter isn’t their target market. The Ottolock is intended for racer-types on training rides who want something that will fit in a jersey pocket and will secure their bike during a quick bathroom stop. Other target markets are using it as a secondary lock for wheels or other sporting equipment.

But beyond strength concerns, Officer Sanders said the Task Force worries that — despite the marketing — people would use Ottolocks in place of a more capable u-lock. “I want to be supportive of those who are trying to do something about the bike theft problem,” he said, “but I’m having a hard time with this one because we keep hearing about thieves targeting these locks.” And experienced thieves, he added, are probably better than the LockPickingLawyer because they cut locks every day.

Sanders’ concerns seem warranted. As this BikeIndex stolen bike listing reveals, someone had a Surly Ogre stolen from outside the Fred Meyer store in Hollywood a few weeks ago. “It was locked with just an Ottolock (foolish and careless of me) since it was a quick 20 minute shopping trip,” the victim wrote.

Asked what he thought of the video, bike theft expert and BikeIndex owner Bryan Hance said, “I think had they [OTTO Design Works] not used some slippery language and pitched it with all sorts of verbiage like ‘steel’ and ‘very cut-resistant’ they wouldn’t be getting as much blowback as they are. They’re pretty good about saying, ‘This is not as good as a u-lock’ but the reality on the ground is people are using them like ‘real’ locks.”

I also contacted LockPickingLawyer. I told him OTTO Design Works claimed there was no way he cut the lock on the first try. “I think the video speaks for itself,” the YouTuber wrote via email this morning. “The cut was made on my first attempt on a new Ottolock, right from the package. There was no testing or preparation off camera.”

Of the 100,000 Ottolocks that have been sold, VanderZanden says they’re aware of only about 25-30 bikes that have been stolen. “That said,” he added, “we’ve had an equal amount, if not more people, who’ve had their bikes saved because of Ottolock.” (You can see photos of the “saves” on the company’s website.) Even so, VanderZanden announced the company is working on a new product that is much more secure. It will be marketed as a more secure lock and should be released in 2019.

As for the video, LockPickingLawyer said he thinks it’s caused a stir because of, “The shock value of watching an expensive bike lock being defeated so quickly and quietly with an unskilled attack.”

VanderZanden says the whole episode is, “Not that big of a deal from a technical point of view. It’s just an unfortunate PR hassle.”

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

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Ahead of January’s traffic crunch downtown, here’s some advice for first-time winter bike commuters

Seattle Bike Blog - Tue, 12/11/2018 - 16:42

Is it the Period of Maximum Constraint or the Seattle Squeeze or the Jenny Jam? Doesn’t really matter what you call it (well, Mayor Jenny Durkan would really like you to call it the Seattle Squeeze), you should be figuring out right now how you are going to avoid driving to or through downtown Seattle.

Biking is a great option, but Councilmember Mike O’Brien made a good point earlier this week:

O'Brien: if you're not a bike commuter, being asked to try out bike commuting for the first time in January is "a pretty heavy lift."

— SCC Insight (@SCC_Insight) December 10, 2018

There’s a reason most bike commute programs start in Spring. It’s just easier to convince people to start biking to work when it’s sunnier. But with the Viaduct closing January 11, we don’t have that luxury.

But with all the doom and gloom talk about the Period of Maximum Car Squeeze, I agree with today’s Seattle Transit Blog Editorial: This is an opportunity. And as the Move All Seattle Sustainably (“MASS”) coalition said in a press release today, “This multi-year traffic crunch should be a catalyst to move rapidly towards the carbon-neutral, multimodal transportation system Seattle needs.

Under Mayor Durkan’s leadership, SDOT squandered its chance to have a fully-functional Basic Bike Network operational by the time the Viaduct comes down January 11. Sure, I can dream that she will boldly direct SDOT to make the nearly impossible happen and build a pilot bike network in just one month. But as Donald Rumsfeld once maybe said, “You Maximum Squeeze with the bike routes you have, not the bike routes you might want.”

So in that spirit, Seattle Bike Blog asked readers for their advice to someone commuting by bike for the first time in the dead of winter:

One thing I did several years ago was to aim for biking at least once a week to work through winter. Helped make sure my bike was kept in working order, avoided terrible weather and kept my bike clothes some place where I'd actually find them. Now I bike most everyday yr round

— Scott Amick (@ScottA_SEA) December 10, 2018

Protected bike lanes along their routes. I biked all winter in pouring rain, pitch dark, and even snow when I worked adjacent to the Burke Gilman Trail.

— Garland (@garlandmcq) December 10, 2018

Do a low cost “experimental” bike lane on 4th Ave using the current far left travel lane? Do the same on all center city BBN routes? Surely we could site some concrete barriers and planters before Jan 11!

— Rachael (@raludwick) December 10, 2018

Also, bike sharing seems like an obvious way to help new people! Someone giving free credits on those?

— Becky (@beckedm) December 10, 2018

One idea (credit someone else for this) – just bike the days it’s not actively raining – it’ll end up being more often than you think!

— Becky (@beckedm) December 10, 2018

Make a little hype embrace-the-rain how to / survival kit video … “Rain Riders: Live Where You Live”

— Paige (@ravinekid) December 10, 2018

Also, everyone who rides in the winter should have a good set of lights for their bike. Can there be a program to give those away to folks who take some kind of pledge to ride in January?

— Becky (@beckedm) December 10, 2018

I just replaced my bike that was stolen in December of ‘16 last week. I was a daily commuter and turned into a daily driver. I’m currently transitioning back to bike commuting. I’ve found that having your gear out and in sight helps, that and not paying for gas helps too.

BikeCraft vendor spotlights: Velo Gioielli, Orquidia Violeta, White Noyes Crafts

Bike Portland - Tue, 12/11/2018 - 12:37

Welcome to the final installment of our 2018 BikeCraft vendor spotlights, brought to you by our friend Elly Blue from Microcosm Publishing. The big event is this weekend, and if you’ve been following along you know that organizers have put together something special. They’ve got a new, larger space (Taborspace!), great vendors — many of whom you won’t find anywhere else, and lots of merry surprises in store. I look forward to seeing you there! – Jonathan

Take it away Elly…

Velo Gioielli – Etsy shop

Brian Echerer is one of the masterminds behind BikeCraft’s recent reboot. Somehow in between running around securing our venue and cajoling food trucks to come feed us delicious tacos and grilled cheese, he’s been hard at work crafting more of his gorgeous art, combining spokes and chainrings with gems and stained glass into intricate masterworks. Be sure to ask him about his obelisk.

What are you bringing to BikeCraft? What’s the most important thing people should know about it?
Bike art and spoke bracelets, the things every cyclist needs. The most important thing to know is by supporting BikeCraft you are supporting amazing local people.

Tell us about yourself—what events in your life led you to be doing this bikey craft?
I have a passion for road cycling and love watching the grand tours on TV. Nothin better in my life than having a stage on the tv while I am working on bike art at the same time. I just love bikes.

What’s your favorite BikeCraft memory?
So I was out of work and I had been making spoke bracelets for my cycling club. I saw the BikeCraft event call for makers in 2009 and signed up. My mother and I got to work making all sorts of bikey jewelry trinkets and that was the start of Velo Gioielli. BikeCraft was the start of it all and that first one was the best memory.



Orquidia Violeta – Website

Adorable, bike-friendly and bike-themed clothes for kiddos — I totally fell in love with Orchid’s designs at last year’s event and spent half of Saturday texting with my sister to figure out my nephew’s size and style preferences. Also, I would totally wear one of these cozy ponchos in an adult size, just saying.

What are you bringing to BikeCraft? What’s the most important thing people should know about it?
I’m bringing fun kids clothes! Colorful wearable artwork sewn in Portland by me, using salvaged materials collected by bike. This year I made push-bike ponchos. They fit 2-5 year olds and are made from cozy wool and fleece. They have bright hoods and reflective bits, and an appliquéd pocket for treasure!

Tell us about yourself—what events in your life led you to be doing this bikey craft?
I’m a Salvadoran-American textile artist and I sew one-of-a-kind pieces that I sell around town. I operate my business entirely by bike, so kids clothes are easy to transport. I prefer selling to customers directly, like at BikeCraft. Connecting personally, I can help select the perfect gift. I love to watch my artwork go off into the world toward unknown adventure!

What’s your favorite BikeCraft memory?
BikeCraft is a fun sale with great vendors and customers. But it’s extra awesome that everyone arrives on two wheels. At most craft sales, I am the only vendor cycling, but at BikeCraft we have that shared experience. Portlanders are working hard to make the city more bikeable for citizens of all ages and colors. I appreciate that every day, and try to reciprocate through my craft and through this sale!

White Noyes Crafts
We met Julie Noyes at last year’s BikeCraft, where she was one of the first to sign up to vend this year. She’ll be debuting her bikey handknits at the fair — they’re so new, there aren’t any photos yet!

What are you bringing to BikeCraft?
I am bringing my hand knit items; hats and fingerless gloves. Also some handmade bikey ornaments and handmade books.

Tell us about yourself—what events in your life led you to be doing this bikey craft?
I have always been an artist, but about two years ago, my friend gave me a knitting lesson and I’ve been grinding out product ever since. I moved here from Vermont, so having a warm but lightweight hat is a necessity. I wanted to create something that bike commuters could fit under their helmets (please wear your helmet) and stay warm.

What are you most excited about at the event?
I am excited about getting my gear out there, and also contributing to a “warm” holiday season.

Learn more about BikeCraft at the official website.

— Elly Blue/Microcosm Publishing

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Family Biking: Beyond mama bear rage and toward healthier responses to bad drivers

Bike Portland - Tue, 12/11/2018 - 11:51

Try “Wow, someone’s in a hurry” in place of “Slow the f— down!”
(Photos: Madi Carlson)

As the days get shorter, wetter, and colder it feels like more people are driving faster, less predictably, and more assholishly.

Our Family Biking column is sponsored by Clever Cycles.

➤ Read past entries here.

I used to get all heated-up about people driving unsafely around me and my kids. You know, like a protective mama bear. Grrr. I once angrily pantomimed hanging up a phone at a woman talking on her cell while running a stop sign in front of us and I’ve even thumped the trunk of a car after its driver barreled into the crosswalk against a red light, coming within an inch of my front wheel.

The thing is, reacting angrily just leaves me with a bad taste in my mouth, not to mention doesn’t set the best example for my kids. So I’ve drastically changed my reactions. I’m not perfect and slip from time-to-time (mama bears gonna mama bear), but keeping my cool has vastly improved my quality of life despite still sharing some roads with people misusing two-ton battering rams.

Some diverters divert better than others.

The idea to write this column came to me last week when I watched a man drive his minivan over the diverters at SE 17th and Clinton. He approached the intersection very slowly and without signaling, so I assumed he couldn’t decide which way to turn. But as I rolled up to the median (where bicycle riders can cut through, but drivers can’t) he forced his car over the cement “barriers” next to me. I couldn’t help myself — my eyes went wide and my mouth dropped open as we passed one another. It wasn’t the calm reaction I’d like to display for my kids (fortunately they weren’t with me at the time).

Now I have a few go-to responses that make me seem more like a well-grounded mom than a raging mama bear.



Smile and wave
Biking with my middle schooler four miles each morning exposes us to at least a couple people each day primed to skip their stop signs (usually crossing Clinton, which is a greenway for crying out loud!) until they notice us on the road. I smile and wave at them all as they belatedly stop and look chagrined. Initially this felt inauthentic, as if I was waving “Thanks for not killing us,” but it’s just so commonplace for people driving to ignore the right of way that I’ve accepted it as The Way Things Are. Now it’s a pleasant excuse to wave to someone who might wave back.

Speed bumps don’t really slow people determined to speed.

“Someone’s in a hurry”
When we see people speeding I’ve taken to saying, “Wow, that guy is really in a hurry.” I’ve gotten so good at it, I say it when I’m with other adults. I’ve even caught myself muttering it aloud when I’m all alone. It’s much easier on the soul than shouting, “Slow down!”

Making a game of counting red-light runners.

Tally the red-light runners
We bike out of our way to avoid using busy streets, but we can’t avoid crossing big ones. For the aforementioned four-mile middle school commute we cross three big streets with lights and two without. While waiting for our light to turn green we calmly count and comment on the people who drive through yellow and red lights. It really sucks how many people run red lights, but it serves as a good opportunity for me to remind my kids to always check the intersection, even when the light is green.

“That was scary”
I often think back to something Katie Proctor (co-founder of Kidical Mass PDX in 2010 and more recently proprietor of Books with Pictures comic book store) wrote years ago on Facebook. She presented the idea of saying, “You scared me!” as a way of sharing your feelings and acknowledging the severity of the situation without being so accusatory as to invite a defensive response. I checked in with her for an update since Facebook’s search function leaves a lot to be desired and I couldn’t remember exactly what she said back then. Here’s what she says now:

“These days, I might even lean toward ‘Wow, that was scary!’ over ‘You scared me,’ as a way to center your shared experience — whatever just happened probably scared the crap out of both of you — and that then gives you room to de-escalate: ‘Can we take a minute to catch our breaths before we talk about it?’ Which will make any following conversation more productive.”

I still love this sentiment, as well as her advice to train oneself to yell “You scared me!” — in place of what you might otherwise yell — to model good behavior in front of kids.

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Obligatory word on safety
You know I don’t make a habit of talking about safety, but I do like to use appropriate opportunities to point out that intersections are The Worst. Two of the most common types of bike crashes are left hooks: when an oncoming car driver turns left into a person on a bike who was heading straight, and right hooks: when a person turns right, not noticing that there was a person on a bike to their right heading straight.

I love getting around by bike and feel carefree while doing it, but I also don’t trust anyone driving near me to notice me or to obey the law. I might look oddly suspicious as I check one-way roads for wrong-way drivers before I cross them and act stubbornly exasperated when I get into “you-go-no-you-go” hand waving wars with people who have failed to stop for me at intersections that I refuse to trust to now stay stopped.

Tl;dr: You can’t be too safe, but it doesn’t take any of the joy out of getting around by bike.

About that photo at the top of this post: It happened a week ago, and an hour after I’d nearly been plowed into in that very intersection. I’ve never been hit by a car, and this was the closest I’d ever come. Thank goodness the kids weren’t with me because I may have forgotten my collection of suitable reactions. I was only with my dog Pixie and I had to slam on my brakes to avoid being left-hooked by a woman I had mistakenly thought noticed me. I fumed for a while as I pedaled away. By the time my son and I got back and saw the aftermath of this crash I was able to take it in calmly with him. We surmised no one had been injured and I told him about my earlier near-miss. And then the subject switched to his latest hobby, making up titles for Avengers/Harry Potter mashup movies (“Avengers: Accio Wands!”) and things were the same as they ever were.

What about you? How do you react in these sorts of situations? Please share in the comments! Thanks for reading.

Remember, we’re always looking for people to profile. Get in touch if it sounds like fun to you. I’d especially like to feature families of color so please get in touch or ask friends of color who bike with their kids if they’re interested in sharing their stories. And as always, 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

Browse past Family Biking posts here.

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15 more communities considered “bicycle friendly”

Biking Bis - Tue, 12/11/2018 - 11:28

The League of American Bicyclists has added 15 more communities to its list of Bicycle Friendly Communities.

The 15 are among a list of 61 towns and cities in 27 states honored by the League in this week’s announcement. The others either renewed their status on the Bicycle Friendly list or improved their standings on …

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Tell PBOT what 122nd Avenue should look and feel like

Bike Portland - Tue, 12/11/2018 - 10:05

One of the projects under consideration would swap one of these existing lanes that go under I-84 for a two-way protected bikeway and sidewalk.
(Photos: Jonathan Maus/BikePortland)

The Portland Bureau of Transportation has opened the online open house and survey for their 122nd Avenue Plan. If you missed the November 7th open house event, this is your chance to weigh in on the project. They have funding to make changes and our voices can help them make the most informed decisions on how to spend it.

This is what we’re up against.

Imagine 122nd Ave with wide bikeways and transit-only lanes!

Specifically, PBOT wants your feedback on three things: which cross-section options should get further study; where new crossing treatments should be installed; and what to build in 2020 with the $3.3 million they currently have set-aside for the project.

Do you like being informed about projects? Please support our work today.

122nd Avenue has become a focus of PBOT for several reasons. For starters, statistically it’s one of the most dangerous streets in Portland. Between Marine Drive and SE Foster, 122nd has four of our top 30 highest crash intersections. Since 2010, there have been over 400 people injured while traveling on 122nd, including 127 people walking and biking. Nine people have died in the past 8 years alone. If you’ve ever ridden on it, the stats don’t matter because you can just feel how dangerous it is. Every time I’m out there, it’s an eye-opening experience.

Current conditions of I-84 underpass are not so good.

Back in September, I rode under the I-84 overpass and was appalled by the conditions. Overgrown vegetation and trash constrained an already dark and intimidating space. Riding in the main roadway wasn’t an option because driving speeds are high and there is no shoulder room at all. Thankfully, this underpass area is on PBOT’s radar. As you can see in their graphic below, one of the projects under consideration is to reconfigure the roadway and install a two-way protected bikeway and sidewalk on one side of the street. This is the type of thing PBOT needs to hear from you about. Do you think this should be a high priority?



122nd Ave doesn’t meet new City of Portland guidelines for crossing spacing.

The city is also looking to add more — and safer — crossings. 122nd currently doesn’t meet the new “spacing guidelines” for crossings that were developed through PBOT’s Pedestrian Master Plan. Those new guidelines call for crossings no more than 800 feet apart. The current average is 935 feet, or about four blocks.

Through surveys and the public open house, PBOT has heard so far that crossing safety, congestion and bike safety are the top three priorities.

What do you think? If you haven’t already commented on this project, now is your chance. Here’s the online open house and survey (it says 30 pages, but it’s really only five). It will be available through January 6th, 2019.

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

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Bird to host e-scooter rally and press conference Wednesday

Bike Portland - Mon, 12/10/2018 - 13:24

From the press conference invite.

A leading electric scooter company will host a rally at City Hall on Wednesday at 12 noon. Bird says the event will feature speakers from nonprofits Forth Mobility (formerly Drive Oregon, an EV advocacy group) and The Street Trust. The event is billed as a way to, “Unify in demand for immediate end to ban on sustainable transportation alternatives.”

Bird was one of three companies that participated in the City of Portland’s e-scooter pilot program. Despite what appeared to be a successful experiment, Portland decided to take all scooters off the streets about one month ago.

Now Bird and The Street Trust want to get scooters back in the news. Here’s the text of an invite Bird is sending around:

Join us on Wednesday, December 12 at noon at City Hall for a press conference in support of bringing scooters back to Portland! We’ll have speakers from Bird, The Street Trust, and more.

Portland’s e-scooter pilot program was a huge success in giving Portlanders new convenient, sustainable alternatives to car travel and the city’s leaders have shown tremendous foresight as they plan to incorporate these new modes of transportation into the city’s streets.

Let’s show them how much we appreciate their work making Portland a leader in sustainability and that we hope we can get scooters back on the road as soon as possible so we can continue to have more convenient, environmentally-friendly, and affordable transportation options!

Word has it that representatives from Lime will also speak at the event.

I’m not aware of what (if any) major announcement will be made. But it’s not surprising to see scooter providers angling to curry favor in the Portland market. PBOT is currently working on phase two of a scooter pilot and they’ll ultimately have to choose which companies will have the privilege of operating here. Both Bird and Lime would appear to be likely candidates, especially if they were to be acquired by Uber as reports suggest.

Consolidation in the market makes it look like PBOT’s choice could come down to two behemoths: Uber or Lyft. Lyft recently completed its purchase of Motivate, the company that operates Biketown. And Uber already owns Jump, the company that built the bikes (and technology in them) that Biketown uses.

It’s interesting to note that Bird has at least two staffers who come from transportation advocacy ranks. Last October, the veteran leader of New York’s nonprofit group TransAlt, Paul Steely White became Bird’s director of policy and advocacy. And Bird has also hired Portlander Fiona Yau-Luu, a former Metro staffer who was once board president of Portland-based nonprofit Oregon Walks.

In other e-scooter news, the Willamette Week reported on Friday that the City of Portland collected more than $100,000 in fees and fines from e-scooter operators during the pilot program.

UPDATE, 4:22 pm: A bird spokesperson has contacted us to clarify that The Street Trust is not a host of the event. “Bird will host the event and has invited Portland riders to attend a news conference at City Hall this Wednesday at noon. Speakers will include representatives from Bird, The Street Trust, and Forth Mobility.” (Note that the initial Bird spokesperson who contacted us wrote, “… the press conference Bird and The Street Trust are hosting…”).

UPDATE: Good context for this event has been shared in a comment below from The Street Trust Executive Director Jillian Detweiler:

The event on Wednesday is organized by Bird and The Street Trust was happy to be invited to participate and help get the word out.

The four-month pilot demonstrated people like getting around by e-scooter and e-scooter trips are replacing automobile trips. The response to e-scooters was far greater than we could imagine.

To date, I have been unable to obtain a schedule from PBOT for analysis, public input and decision-making about the future of e-scooters. While good analysis and public review are warranted, The Street Trust believes much of what needs to be done can occur even as e-scooters are returned as a transportation option.

I hope a demonstration of support for e-scooters will lead PBOT to share its plan for moving forward on a permanent e-scooter program.

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

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Man recovering from Harvard Ave E hit and run Friday seeking folks on bikes who stopped to help

Seattle Bike Blog - Mon, 12/10/2018 - 12:15

Approximate location of the hit and run, via Google Maps.

Did you see or stop to help a man injured while biking on Harvard Ave E at E Allison St Friday morning around 9 a.m.? Ariel and his wife Roï are trying to get in touch with the people who helped him and may have seen the person driving, who fled the scene.

Ariel is recovering from serious injuries to his shoulder, ribs and lungs. Several people on bikes stopped and stayed with him until help arrived. Roï reached out to Seattle Bike Blog to help get the word out. If you are one of those who stopped, please email and I will forward your email to them.

More details from Roï:

My husband, Ariel, is a regular bike rider and uses his bikes for his day to day commute. [Friday] around 9am he was hit by a car – it was a hit and run…Ariel was riding downhill on Harvard Ave E towards University Bridge (alongside the I-5 to Ariel’s left), and the car was coming uphill in the opposite direction, and has taken a turn left at Harvard Ave E and E Allison St (which is where it ran over Ariel).

Ariel is hospitalized in Harborview and suffers shoulder and ribs fractures, and pneumothorax injury.

When Ariel was hit, a group of bicyclists was there and they talked to him to make sure he’s OK and stayed until help arrived. Some of them took pictures – we are hoping they captured the car that hit Ariel, because the driver stayed at the scene for a minute or two before he took off – while the bicyclists were already there. I was wondering if perhaps there’s a way to reach out to bicyclists who were there to contact us? Any help is appreciated!

The Monday Roundup: Winter biking tips, Merkley’s EV dreams, deadly trucks, Rapha woes, and more

Bike Portland - Mon, 12/10/2018 - 10:14

Welcome to the week! Here are the most noteworthy items we came across in the past seven days…

Winter biking: Lynda Lopez shares her experience trying to stay joyful while riding in very cold temps. Don’t miss the comments full of great winter riding tips!

Sensible subsidy: The Canadian town of Banff offers its residents a subsidy so they can buy studded bicycle tires and keep riding in winter.

Minneapolis FTW: Our friendly rival city just laid down the gauntlet: Their newly passed comp plan outlaws single-family zoning. Woah.

WashDOT head gets it: Someone needs to get WashDOT’s Roger Millar on a train to Portland ASAP to tell our leaders that making it easier to drive on freeways by expanding them is a waste of money.

I-5 bridge meeting: State lawmakers from both sides of the Columbia river will sit down for talks on how/if to replace the I-5 bridge. Is this is a serious attempt to start talks? Or, as the article reports, just a last-ditch effort to avoid paying a $140 million bill owed to the Feds in planning fees from the CRC debacle?

Merkley’s EV push: U.S. Senator Jeff Merkley isn’t just eyeing a run for president, he’s also keen on phasing out the sale of gas-powered cars.



F*** these trucks: Jalopnik sounds the alarm about the trend in truck design towards absurdly large front-end grills. Everyone who cares about traffic safety should be alarmed by this.

Meanwhile, in the EU: EU lawmakers have passed new regulations that will make cars safer — not just for people inside but for those outside as well.

Rocky road at Rapha? A UK retail industry publication reports that Rapha — a high-end cycling apparel brand with its North American headquarters in Portland — lost $25 million in sales in the first six months of 2018.

Fareless country: In a bid to reduce congestion and entice commuters out of their cars, Luxembourg wants to make transit free for everyone.

Truth hurts: A stinging satirization of bike un-friendly Los Angeles has been served up by The Onion, who says that city has created lanes where bicycle riders can roll around in agony while recovering from being hit.

A lost voice of cycling: Paul Sherwen, a well-known and respected commentator of the Tour de France and other major cycling races, has died.

Tweet of the Week: Watch to the end…

Bravo to this Judge who threw a drunk driver’s mom in jail for laughing at victim’s family in

— laney (@misslaneym) December 6, 2018

Thanks to everyone who sent us links!

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

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PPB Captain gets driver’s license suspended as part of reckless driving, DUI charges

Bike Portland - Fri, 12/07/2018 - 13:38

(Image: KATU)

On June 28th just before 2:00 am, off-duty Portland Police Bureau Captain Steven Jones was arrested for DUI after crashing his city-issued SUV in the Lair Hill neighborhood. A witness reported that Jones was driving “at a high rate of speed” on SW 3rd Avenue near Arthur when he lost control and veered onto the median, crashing into a light pole and a tree.

Cpt. Jones, a 23-year veteran of the bureau who was in charge of the Professional Standard Division, was driving with a blood alcohol content of .10.

“As law enforcement officers, we are held to a higher standard,” PPB Chief Danielle Outlaw said in a statement after the incident. “This will be thoroughly investigated.”

Today, the Multnomah County District Attorney’s office said Jones has completed a diversion program for his DUI charge. He filed a plea of “no contest” to reckless driving charges on December 5th. As part of his plea agreement Jones has agreed to pay $38,239 in restitution to the City of Portland and has received one year of probation and a three-month suspension of his driving privileges. Once he completes the probation his reckless driving charges will be dismissed.



This is very troubling.

At the end of every PPB statement about a major injury or fatal crash, is this line:

The Portland Police Bureau is committed to working with our partners in government and the community to create safer streets and work towards reducing, and eventually eliminating, traffic fatalities as part of Vision Zero.

There’s something very wrong with PPB culture when one of their leaders thinks it’s acceptable to drink alcohol then get into a car and drive it recklessly through our city. We’re relieved no one was hurt or killed by Jones’ selfish and irresponsible behavior. We can only hope he’s learned an important lesson and that he’ll devote himself to raising awareness about the serious and rampant driving abuse epidemic in our city.

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

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Bankruptcy leads to closure of all three Performance Bicycle stores in Portland region

Bike Portland - Fri, 12/07/2018 - 13:03

Signs are up at the Beaverton store.
(Photo: Andy Kutansky)

Some people hoped a bankruptcy filing last month by the parent company of the Performance Bicycle might not result in the closure of all stores across the country.

But today the list is out and the news isn’t good: Advanced Sports Enterprises says it will close all 102 of its stores in the United States. That includes locations in Portland (Mall 205, 9988 SE Washington St.), Tualatin (7690 Montgomery Rd.) and Beaverton (3850 SW Hall Blvd.). The closure leaves Portland with just one bike shop (Outer Rim Bicycles) east of I-205.

Performance is a well-known retailer in the bike industry that was founded as a mail-order catalog in 1981.

According to Bicycle Retailer and Industry News (BRAIN) magazine their parent company filed for bankruptcy on November 16th. Here’s more from BRAIN:

Patrick Cunnane, the CEO of ASE, said… the company was unable to turn around the retail business, which has seen sales declines for the last six years. “We were undercapitalized from the start.”

… “We tried to be more local and less national,” he said. Stores raised some retail prices to match the market and improve margins, and developed procedures to turn inventory better.

ASE was able to integrate the Performance and Nashbar back end systems and warehousing, but was unable to fully integrate the retail and wholesale back ends. “Sometimes you have to spend money to save money, and we didn’t have the money to invest to achieve the savings we wanted,” he said.”



When BRAIN first reported the story, leaders of ASE made it seem like some of the stores would survive the re-organization.

But an email sent today from Gordon Brothers, a company hired to liquidate Performance’s inventory, made it clear that all the store will be closed.

“The Company has made the strategic decision to close all 102 Performance Bicycle stores,” the email says. “Today marks the first day of a major sale at all Performance locations.”

Discounts will start at 40 percent. And as they say, everything must go.

Beaverton resident Andy Kutansky will miss the Beaverton store. “The employees were always friendly and hosted shop rides on the weekends,” he shared with us in an email today. “Someone in the store said it had been open 30+ years or so! Today they seemed sad and I was sad with them.”

This news comes on the same day that the bicycle industry’s (once) largest annual trade show, Interbike, has called it quits.

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

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