bike into a truck in Old Town this morning.
(Photos © J. Maus/BikePortland)
The Portland Police Bureau served a search warrant early this morning in Old Town and among the confiscated property was 18 stolen bicycles. The bust happened at 211 NW 3rd Avenue. I was able to snap several photos of the bikes before they left the scene (see if you spot your bike below).
According to a PPB statement, the search warrant is part of an ongoing Federal drug trafficking investigation being conducted by the Metro Gang Task Force. Several arrests were made this morning.
According to Officer Terry Colbert, whom I spoke to at the scene. This is just one of several recent busts where the police have confiscated multiple stolen bikes. A recent sweep of a homeless camp near the Hawthorne Bridge and Eastbank Esplanade (near the Vera Katz statue) resulted in 20 stolen bikes in what the PPB believes was a mini chop-shop operation.
At the crime scene in Old Town this morning, the police methodically processed each stolen bike. They recorded serial numbers, filled out evidence tags, loaded the bikes onto a pickup truck, and then whisked them away to the property room. I noticed lots of nice bikes and there was also a dozen or so wheels separate from the complete bikes. There was a Centurion road bike, high-end full-suspension mountain bikes from Marin, Klein and Specialized, a few Treks, a GT hybrid/city bike, a Kona mountain bike, a few frames that had already been parted out, and more.
This morning incident underscores the importance of documenting your bike’s serial number and/or other distinguishing features and filing a police report if it gets stolen. I hope at least a few of these bikes are re-united with their owners. See more photos of the bikes below…
If/when the PPB releases more details on the make/models of the bikes, I will update this post.
If you see your bike in the photos below, call the PPB’s non-emergency line, (503) 823-3333, and be prepared to have documentation that proves you are the owner.
Categories: Road Bike Tags: 3rd Avenue, 99999999999, Bikeportland, Bikes, bust, Busts, Centurion, Chop Shop, City Bike, Complete Bikes, drug, Drug Bust, Drug Trafficking, during, Full Suspension, Gang Task Force, Hawthorne Bridge, Homeless Camp, Kona Mountain Bike, Morning Incident, Portland Police Bureau, Search Warrant, seized, stolen, Suspension Mountain Bikes, Town, Vera Katz
It’s no small secret we’re big fans of One On One Bike Shop in Minneapolis Minnesota, and here’s why. But, as it turns out, so are the people of Minnesota.
(Photo: Alberta Main Street/FB)
An interesting development in the main-street vs side-streets debate was brought to my attention by a reader this morning.
As part of a marketing campaign around their marquee bike boulevard, the Portland Bureau of Transportation (PBOT) has placed several signs on NE Alberta Street to encourage folks to ride on the Going Street neighborhood greenway.
The photo on the right was posted by Alberta Main Street on their Facebook page with the words: “Love this! Why risk riding your bike on Alberta Street when the low stress Going Street Neighborhood Greenway is just two blocks South of Alberta?”
The comments (and number of “Likes”) show that the campaign is a big hit. PBOT, through their Neighborhood Greenways Facebook page, left a comment too. Here’s what they said:
“Thanks for the feedback. The City of Portland Bureau of Transportation has temporarily put up those signs to let people bicycling and walking know that the Going St. neighborhood greenway is a great alternative to Alberta. Of course, it is still completely legal for people to bicycle on Alberta (and any Portland street except the interstates in the city limits).”
I left a comment too; because this campaign — and this type of thinking in general — makes me a bit concerned.
While I appreciate making people aware of good bike streets, the thinking behind this campaign perpetuates some harmful ideas in my opinion.
This is a big issue in Portland. None of our popular commercial streets — except for N. Williams — have dedicated bike access. Hawthorne, Alberta, Belmont, Mississippi, Killingsworth — those are all fantastic streets loaded with destinations; but they are also dominated by cars and buses. They are often stressful for many people to bike on and they are certainly not suitable for the “interested but concerned demographic” the City says they’re keen to get riding.
These streets are typically the same; two lanes and an on-street parking lane on each side. People on bikes either take the lane, or what’s more common is for people to squeeze between parked cars on their right and moving vehicles on their left.
So, what are we going to do about it? Simply throw up our hands and tell people to ride a few blocks over? I don’t think that’s the right way forward.
Shouldn’t we be focusing on making NE Alberta less-stressful for people who are on bicycles instead of brushing this problem under the rug? A campaign like this certainly doesn’t help create any urgency around the need to improve bike access on this, or any other of our commercial main streets.
This campaign will also perpetuate the false notion some people have that bikes simply don’t belong — or shouldn’t be riding on — streets like Alberta. As we know, this type of thinking can manifest itself by people getting angry when they do see someone on a bike in front of them.
The fact is, riding a bike on Alberta could be much more pleasant if we re-allocated some of the space currently used to park cars and instead used it for moving people. Can we remove all the on-street parking? I think that should be on the table. But even if we decide that’s not feasible, how about allowing business owners to weigh in and opt-out of the auto parking if they’d like to? Even by re-allocating just some of the auto parking space, we could create passing opportunities and safe havens for people on bikes to use if bus and auto traffic want to go around.
Or, how about we keep parking the way it is, but we reduce the speed limit to 15 mph? That way, people on bicycles might feel a bit more comfortable taking the lane, instead of doing the dangerous and unpleasant squeeze between buses and cars.
I’d love to hear your thoughts. This is an issue I’ve thought a lot about over the years (we talked about it with PBOT staff at our Get Together on Alberta in 2009) and I still feel the same way. But as always, I’m open to other perspectives…
Categories: Road Bike Tags: 99999999999, Alberta, Alberta Street, avoid, Belmont Mississippi, bicycle, Bikes, Boulevard, Bureau Of Transportation, campaign, City Limits, City Of Portland, Commercial Streets, encourages, Hawthorne, Interstates, Marketing Campaign, Marquee, PBOT, Portland Bureau, Portland Street, Protocol, Side Streets, street, Street Neighborhood
Last week the Oregon Department of Transportation announced the availability of $ 4 million in incentives for electric trucks. The money comes from the federal government’s Congestion Mitigation and Air Quality (CMAQ) program and it’s aimed at, “encouraging the purchase of zero-emission urban delivery trucks.”
Unfortunately the money (which comes in the form of $ 20,000 vouchers per qualifying vehicle) cannot be used to purchase cargo trikes and other vehicles that use human-power in addition to electric assist. One stipulation of the grants is that the vehicles weight over 10,000 pounds.
The goal of this program is to reduce greenhouse gas emissions, so it seems promoting more freight to be delivered with pedal-powered trucks would make a lot of sense. It’s too bad that ODOT doesn’t yet embrace the type of freight vehicles used with much success by Portland companies like B-Line and Portland Pedal Power.
“By limiting the EV incentives to vehicles of 10,000 lbs or more, the current push for EV delivery fleets is short-sighted.”
— Franklin Jones, CEO of B-Line Sustainable Urban Delivery
I brought up this issue when I sat down with ODOT Director Matt Garrett back in April. He said that was the first he’d ever heard of using pedal-powered vehicles to deliver freight in urban areas and that folding such vehicles into ODOT’s suite of EV incentive programs had simply never been discussed.
I asked Franklin Jones, CEO and Founder of B-Line, for his reaction to ODOT’s new voucher program. He thinks ODOT is missing the boat (or should I say bike?).
Jones said he welcomes the new incentives because they will help reduce GHG emissions. But, he adds, “By limiting the EV incentives to vehicles of 10,000 lbs or more, the current push for EV delivery fleets is short-sighted.”
The way Jones sees it, ODOT’s push to promote a healthier planet misses key components. “A downtown traffic jam of EVs is still a traffic jam,” he says, “and a driver of an EV isn’t gaining the health and wellness associated with cycling.”
By switching to more electric trucks, there may be a reduction in emissions, but, Jones wonders, “Will the vehicular landscape of our city really be all that different? Will we relate to each other differently just because we drive EV’s?”
Jones is getting at some of the key attributes in investing in more pedal power that are often overlooked: more space for other things (more vehicles, more parks, more buildings), more public health benefits, and the greater sense of community that arises when people lose the steel shell of cars and trucks and see fellow citizens face to face and experience cities with more than just their eyes.
But this isn’t just a feel-good argument from Jones. He points to several others cities where pedal-powered freight delivery is taking off (MetroPed in Boston, Revolution Rickshaw in New York City, SHIFT Urban Delivery in Vancouver, BC, and so on). “There is a false assumption that there is no alternative for supplying goods and services into our urban core.”
In London, Office Depot has expanded their bike delivery fleet in anticipation of clogged streets during the Olympics.
And then there are the safety benefits of getting “killer trucks” of city streets, as highlighted in this article posted today on TreeHugger.com.
In the end, Franklin says he’s like to see ODOT adopt a broader definition of EVs and he’d like to see EV charging stations include ports appropriate for e-bikes.
“Both of these measures,” says Jones, “would go a long way to promoting a truly sustainable and prosperous city.”
Categories: Road Bike Tags: 99999999999, B Line, Bikes, cargo, Cargo Bikes, Congestion Mitigation, Delivery Fleets, Delivery Trucks, Eassist, Electric Trucks, Ev Truck, Franklin Jones, Freight Vehicles, Greenhouse Gas Emissions, incentive, Incentive Program, Incentive Programs, Matt Garrett, miss, ODOT, Oregon Department Of Transportation, Other Vehicles, Program, Stipulation, Trikes, Truck, Urban Delivery, Voucher Program
I’ve also discovered that Amazon Prime carries almost all the same TV show series that Netflix does -so you can ditch netflix if you’ve already got prime since so many shows overlap. Handy for some of those long trainer rides (that 40 miler is rough in the AM – I have to start at 4AM!)
This is with a 24t small chainring and 28t large cog. On 26" tires that’s about 22-23 GI.
A bit more about this bike: It is a 15" step-through frame, which due to my inseam, I’ve had to run the seatpost at it’s limit. The handlebar is positioned so that I have to lean forward slightly. (I haven’t bothered to adjust it). The tires do have knobs on the sides, but they are slick-centered.
That bike is now hung up for repairs that I can’t afford at the moment.
So now I’m riding an old 10-speed road bike I picked up cheaply. If anything, the bars are actually lower relative to the seat than on the mountain bike. Typical of this style of bike, the small chainring is larger than the large cog, which while I haven’t actually counted the teeth yet, I’m guessing puts 1st gear somewhere around 30 GI with 27" tires.
Tire pressure is about equal, as the old tires on the road bike have the same 35-65 PSI range as on the mountain bike, although the road bike tires are 1.25", and the mountain bike tires are 1.5" wide.
The weird part is, even when I’m tired, it seems like I can tackle more hill on this old bike, than on the mountain bike. I can only really chalk this up to some type of geometry difference, but what part, I don’t know. Seat height is roughly out of the equation, as it’s equal on both.
I’m planning on building a bike at some point for long distance traveling, and having experienced this major difference in hill climbing ability, I’m interested in measuring the bikes I have to determine what would be the best fit for me in building up a traveling bike.
Your input is appreciated.
Check out the latest opportunities posted to our Job Listings. Two local shops are hiring as well as a national advocacy group…
- Full Time Summer Shop Hero – Seven Corners Cycles
Communications Coordinator – Association of Pedestrian and Bicycle Professionals— Sorry, the deadline for applications to this job has passed.
- Mechanic/Salesperson – Revolver Bikes
“Americans spend more on bicycling gear and trips ($ 81 billion) than they do on airplane tickets ($ 51 billion).”
—The Outdoor Recreation Economy, 2012
The Outdoor Industry Association just released their annual report on The Outdoor Recreation Economy. The report looks at spending on gear and travel for all the major outdoor activities and also calculates the “ripple effect” that spending has on the economy.
Bicycling is one of ten “activity categories” analyzed in the report (along with camping, fishing, hunting, motorcycling, off roading, snow sports, trail sports, water sports and wildlife viewing.)
According to the report, Americans spend more on bicycling gear and trips ($ 81 billion) than they do on airplane tickets ($ 51 billion). That $ 81 billion is spread between $ 10 billion on bikes, gear, and accessories and over $ 70 million on bicycle “trip related sales.” The direct economic impact of that spending supports 772,146 jobs. The report claims that the “ripple effect spending” of all this bicycling activity is over $ 198 billion and supports 1,478,475 jobs.
Overall, bicycling as an activity category is ranked third in spending behind only camping and water sports.
The OIA says outdoor recreation is an “overlooked economic giant.” With annual spending at $ 646 billion, it’s third in total annual consumer spending behind only financial services/insurance and health care spending. By way of comparison, total annual spending on motor vehicles and parts is just $ 340 billion.
These numbers bode well for Oregon’s efforts to boost bicycle tourism. Travel Oregon is currently working hard to showcase our state’s burgeoning network of official Scenic Bikeways and they’re also working on their own bicycling economic impact study. Stay tuned for more on all those fronts.
— Download a PDF of the report here.
Categories: Road Bike Tags: 99999999999, Airplane Tickets, Annual Report, Bicycle Trip, Bicycling, Bikes, billion, Consumer Spending, each, Economic Giant, Economic Impact, economy, Financial Services, Health Care Spending, Into, Motor Vehicles, Motorcycling, Oia, Outdoor, Outdoor Recreation, pumps, recreation, Recreation Report, Report, Ripple Effect, says, Snow Sports, U.S., Water Sports, Wildlife Viewing, Year