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Conde Creek Loop
The Conde Creek Loop is one of the harder rides the Club will run each year. It is very similar to the Cedar Flats/Deer Creek Loop in that it is generally a rolling/flat ride with one v...
Cedar Flats/Deer Creek
Experienced cyclists who've exhausted all of the possible rides and loops in the Medford/Ashland area may not be aware of this very challening loop south of Grants Pass. Like the C...
Applegate Dam via Sterling Creek
This route leaves from Jacksonville and starts to climb immediately on Cady Road. Once at the top of Cady you make a left onto Sterling Creek Road. The climb from Jacksonville to the...
There aren't many places around with views like you get on the Mt. Ashland Road. Once you clear the initial mile you are thousands of feet above the landscape below and the horizon...
Galice to Wolf Creek Loop
Ride goes from Galice Resort to Wolf Creek. This is a scenic route along the Rogue River and Graves Creek for much of the route. There are many miles on Graves Creek Road that is a si...
The Woodrat ride is a great intermediate length loop that quickly takes you out of the populated Rogue Valley into a forrested rural area. The ride is roughly 46 miles with 3000 feet of...
The ride to Applegate Lake and back is possible at just about any time of the year, it just so happens that it's about the best moderate length ride to open the season in the sprin...
Butte Falls Prospect
The Butte Falls/Prospect Loop is an amazing ride into the cascades. It has some good climbing - nothing that will break the legs - and superb scenery. Traditionally the club rides will...
Salmon River Loop
If any ride speaks to the rugged beauty of the State of Jefferson, the very challenging Salmon River Loop does it in spades. This 100 mile loop is in the middle of one of the least deve...
The road to Anderson Gap is one of only a few paved one lane roads that climb into the mountains above the Bear Creek Valley. It does this in spectacular fashion. I enjoy hard climbs. A...
Triple Peak Challenge
Looking for something a bit out of the ordinary? Try riding to the top of Dead Indian, Mount Ashland and the Greensprings in one day. The total elevation gain for the 92-mile thigh-burn...
The Lakes Loop
The Lakes Loop is a great training ride in the weeks before the Mountain Lakes Challenge (MLC). It incorporates all of the really hard parts of the MLC and still gets in roughly 50 mile...
Ashland Watershed Loop
Nothing about this ride is ordinary; the road is single-lane decomposed granite, the route is remote (like cycling in the wilderness), and the surrounding landscape is breath-taking. Yo...
Cantrall Park Loop
The route up to the top of Cantrall Road is strenuous but worth the effort. You climb through thick fir forests mixed with madrone trees. The average gradient of the climb is 8.9% wi...
Crater Lake Loop
This is probably the classic ride in Southern Oregon. It brings everything a rider could want to the table. It's a short 33 mile loop around the lake with several options for start...
PP - Paceline Prudence
What is meant by “all ages and abilities?” That question is concisely answered in the Federal Highway Administration’s document entitled Small Town and Rural Multimodal Networks. “All ages means that children as young as eight can walk and bike independently from their parents. It means that older adults can get around comfortably without a car. Facility needs vary by age, and there is no “one size fits all” solution. All abilities means that people using mobility devices or people with limited vision are not faced with barriers.” (page 1-8)
The document also defines “networks” as “interconnected pedestrian and/or bicycle transportation facilities that allow people of all ages and abilities to safely and conveniently get where they want to go. They provide equitable access for all people.” (ibid, page 1-11) The document provides a basis for evaluating the effectiveness of networks using the following:
COHESION – How connected is the network in terms of its concentration of destinations and routes?
DIRECTNESS – Does the network provide direct and convenient access to destinations?
ACCESSIBILITY – How well does the network accommodate travel for all users, regardless of age , income level, or ability?
ALTERNATIVES – Are there a number of different route choices available within the network?
SAFETY AND SECURITY – Does the network provide routes that minimize risk of injury, danger, and crime?
COMFORT – Does the network appeal to a broad range of age and ability levels and is consideration given to user amenities?
There aren’t any bicycle networks in Southern Oregon (including Ashland) that reasonably satisfy all of these measures. All fail to provide “accessibility,” “safety and security,” and “comfort” for all ages and abilities. That is because local bicycle networks rely largely, if not exclusively, on bike lanes on major roads and highways. Local, regional and State transportation agencies need to do more to ensure that the bicycle network is useful by more than the 1 percent of people who are “strong and fearless.”
The bicycle mode, where it is designed to meet the needs of “all ages and abilities,” can account for between 10 and 30 percent of all travel. That means less congestion, pollution, and expense for the purchase of gasoline. It would also contribute to a more active and healthy community. Importantly and I’m guessing, fewer roads would need capacity upgrades saving 100’s of millions of dollars over a 20 year period.
Posted by Gary Shaff 21 hours ago | 0 comments | View/Post New Comment
The image below was taken on West Main Street, west of Columbus in Medford. The bike lane is roughly two and one-half feet wide (measured from the outside edge of the gutter to the center of the lane stripe). Each mark on the measuring stick is equal to one foot.
With bike lanes like these, it is no wonder that only six percent of the roughly 1,000 Medford residents who were surveyed, as a part of the City’s Transportation Plan Update, said “I am confident and secure with riding my bicycle on the streets and have few concerns about safety.” I’ll bet that those City residents don’t ride on West Main. The entirety of the Transportation System Plan Update, Community Survey is available HERE.
Posted by Gary Shaff 2 days ago | 0 comments | View/Post New Comment
The Sunday Medford Mail Tribune included an article entitled “Kids and the Wilderness, The Outdoors is Saving Their Lives” which drew heavily on a post by Michael Lanza with the catchy title “Why I endanger my kids in the wilderness (even though it scares the shit out of me).” In response to a question “How do you deal with the competing ideas of trying to introduce your kids to your lifestyle and knowing that they could be hurt?” Lanza responded “when my kids were little, I honestly felt more anxious biking around town with them – where inattentive or inconsiderate motorists posed a treat I couldn’t control – than I did tying them into a top-rope” while rock climbing.”
Lanza’s insights help to explain why bike facilities should be designed and constructed “for all ages and abilities.” The National Association of City Transportation Officials are on to something.
Posted by Gary Shaff 6 days ago | 0 comments | View/Post New Comment
“A common political argument is that bike and transit riders should “pay their own way.” A study in Vancouver however suggested that for every dollar we individually spend on walking, society pays just 1 cent. For biking, it’s eight cents, and for bus-riding, $1.50. But for every personal dollar spent driving, society pays a whopping $9.20! Such math makes clear where the big subsidies are, without even starting to count the broader environmental, economic, spatial and quality-of-life consequences of our movement choices. The less people need to drive in our cities, the less we all pay, in more ways than one.”
Thanks to Rees Jones who receives the “alert reader” award.
Posted by Gary Shaff 1 week ago | 0 comments | View/Post New Comment
Trying to regain feeling in fingers and toes in Rogue River.
Posted by Matt Walker 1 week ago | 0 comments | View/Post New Comment