Magic Spot Flowing

As a citizen advocate, I spend a lot of time telling my local governments and government agencies what I think. I’m familiar with the various stages and forms of public involvement processes — sitting on committees, going to project meetings, asking questions, raising concerns, writing comments, addressing decisionmakers. So originally I was a big fan of Metro’s Opt In concept — hey, Metro is asking for our opinion! They’re sending us emails with quick surveys, making it easier than hunting down comment forms on each project webpage (if the project even has one), or searching for the right physical address or phone number to contact. I joined Opt-In with such rosy thoughts at first, but I lost them relatively quickly as I saw that the demographics of the survey were clearly out of whack with the region (involving the most involved, like me, further, rather than engaging new populations) and the surveys were often poorly designed. The final straw for me was the recent poll on regional transportation priorities, which BikePortland covered, especially the fact that the survey writers defended the survey setup:

Jim Middaugh, communications director for Metro, defends the survey. “We’re attempting to provoke a bit and help decision makers get a sense of where different segments of the population are on these things.” On Twitter, he responded directly to criticisms by saying that the “Forced choice” the survey presents is a “technique to get at underlying values.” And he added that, “Metro gets that things aren’t black and white.”

“We’re trying to see how people are leaning… If you put a grey zone in there, it’s not as informative.”

I’ve been through enough public involvement processes to have seen that some of them are shams, sometimes even when the people involved are well-intentioned. And forced-choice, or its cousin “limiting project scope”, is the most common type of sham. It disallows certain types of input from the start, and the result can be used to suggest things that are not reflective of people’s real opinions. That’s exactly what Metro seems to be up to with Opt-In. They choose the topics, they design the surveys with the possible questions, and in many cases, they are, apparently deliberately, pushing people away from common ground and reasonable middle views. They’re push-polling, not gathering public input.

I opted not to complete the recent TriMet budget survey for the same reason. Same deal: at first, I was excited. Online budget survey — new and shiny! Engages people who wouldn’t otherwise! Maybe, but it’s clearly designed to get the answers they want. They start out by claiming poverty and the best of intentions, and follow that with union-bashing (and I say this as someone who is frustrated with the union negotiation situation right now; I don’t have a lot of sympathy for the union’s position, but it’s not exactly classy of TriMet to present it the way they do). Only then do they proceed to the survey options. Raising parking revenue is given one option of a “nominal” fee at crowded lots, for $100,000. No market-rate parking, not even a non-nominal parking charge. But they have no hesitation suggesting that we raise fares by $0.25 or more and/or force anyone transferring to buy a $4.20 day pass, discouraging trip-chaining and multimodal travel. Let’s definitely impact low-income and multi-modal inner-city users, not the suburban users who drive in to the big MAX lots! Let’s definitely not talk about increasing the taxes that bring in the majority of Trimet’s budget! Sorry, I’m not going to buy into that at any level, not even to legitimize the idea by participating.

For anyone who’s willing to stick around, hit “no/neither/disagree”, and write your comments in, I salute you. But I’m opting out of these particular shams.

Last month I finally completed a long-planned project: switching webhosts and updating my website to use a modern version of WordPress, to resolve the issues I was having with my old webhost not providing the features I need or any useful support to help me get those features. (For those who are curious, I switched to Dreamhost, which is also hosting my new business site. They are great. Do not use eBoundHost. They are not great.)

But apparently I didn’t then start blogging again, until today when I got a fascinating email from one of my nerdy transportation mailing lists and thought “This topic is transportation-related, but really doesn’t fit my business site. Oh! I have this other blog available again…”

The person emailing wanted to know whether there were any programs to reduce parking fees for people who usually bike or take transit, but occasionally need to drive, and if so, how they’re set up and administered. Such a system had never occurred to me as something that might be part of a program for transportation demand management (the official term for programs that encourage people not to drive alone for their trips). I think it’s an interesting idea. On the one hand, it makes sense — these people normally don’t pose much of a burden on parking supply, and should be rewarded for that. On the other hand, the whole point of parking fees is to manage parking demand, and if people who normally bike or take transit get reduced fees, they might actually drive more — because doing so doesn’t incur as high a penalty, so they don’t have to reserve it for times when they absolutely have to. On the first hand again, people who currently always drive, and think that they would probably need to sometimes even if they didn’t always, might be encouraged to do so by having reduced fees on the days they didn’t drive — they get a benefit that extends across all days, even if they can only bike on some days.

Altogether, it’s not exactly clear to me that this is a good idea, or what the effect would be. Mostly I was fascinated (as I have often been since joining this mailing list) by the variety of things people working professionally in TDM consider as possible programs and incentives. I’m learning a lot about how the whole thing works — which is super, since I am working to get employed in the field and this learning will benefit not just my own brain and curiosity, but my professional advancement and my future employers. :-)

What I come back to most whenever the subject of my class last fall comes up is how amazing it is that I was able to learn so much information and meet so many significant figures in the Portland transportation scene in just ten short weeks (Oct 1 – Dec 3).

Getting into the class was a bit of a rollercoaster — I learned about the class from BikePortland while I was in the Bay Area over Labor Day weekend, but by the time I got back and organized to apply for the scholarship from the city, the scholarship spaces were exhausted and I was put on the waiting list. Disappointed, I consoled myself by thinking, “No need to rush into things. I’m new here; I’m sure others need the learning more than I do.” But Gavin encouraged me not to give up, and later I learned that it’s not uncommon for a few people to drop out before the class starts. Sure enough, the week before the class started, Scott Cohen, the class liaison, contacted me and asked if I wanted a space that had opened up. Yes, of course!

The class lecture series included Portland’s senior planner, Steve Dotterer; the director of PBOT, Sue Kiehl; officials from Metro and Trimet; Roger Geller, city Bicycle Coordinator; April Bertelson, Pedestrian Coordinator; Marni Glick of Transportation Options (who I also knew from my Sunday Parkways volunteering); Rob Burchfield, city Traffic Engineer; Patrick Sweeney, who headed up the Streetcar System Plan effort; and lectures from our coordinator, Rick Gustafson, a former ED of Trimet and longtime transportation official and consultant in Portland; as well as a special presentation by Gordon Price, Director of the City Program at Simon Fraser University in Vancouver, BC. (The presentations, except for Gordon Price’s, are all available on the class website.)

My favorite presentations were Gordon Price, Steve Dotterer, Patrick Sweeney, Roger Geller, and Marni Glick — possibly in that order — for, respectively, a deep and broad look at urban design and transportation, the historical perspective on Portland, a beautiful presentation with impressive evidence of project management and community outreach, bikey awesomeness, and sheer enthusiasm for the job.

Doing a project also turned out to be a really important part of the class. Hearing that it would involve giving a presentation and was optional, I almost backed out. I hate public speaking, and I wasn’t sure I had time for a project. But Rick encouraged us to participate because it would give us a practical grounding in what most of us really wanted to do with our class knowledge — getting transportation projects done in Portland.

I decided to do my project on the interaction between bikes and rails. It’s an issue of personal interest to me, because I live near the streetcar tracks (and the NW Industrial area which has a lot of disused/rarely used tracks) and riding near them makes me nervous. It’s also a well-known issue in Portland and is in the theme of my main area of interest in bike advocacy, bike/transit interactions.

My project ended up being selected for the second session, which would include an outside panel and any members of the public who wanted to attend. I was excited, but also nervous. It was fortunate timing in that the week of the first presentations was very busy for me, and the respite that I got allowed me to put together a much better presentation.

The process of doing the project was somewhat guided by our homework assignments. I started out by doing a lot of web research, and later moved on to documenting particular issues and investigating each proposed solution further, as well as taking pictures of nasty intersections. The part that took me personally the longest to do was to contact someone in the city or other government agency about the issue. There’s no shortage of people to talk to about the streetcar, but I was nervous about calling people. It’s a personal thing, and one that I badly need to get over before I can be serious about being an advocate. I was very impressed when I saw how many people some of my classmates had spoken with, when I didn’t even take advantage of all the leads I got until after class was over. Lesson learned!

The presentations were supposed to only take three minutes, because that’s how long you get to speak at public hearings. It turns out to be a lot harder to give a three-minute presentation than a ten-minute one. Not too many people made the time limit — I’m not sure whether I did, although I practiced hard and trimmed down my presentation until I could give it in that amount of time. My presentation got a very good reception, with particularly kind words from Rick, and is now available, with the rest, on Chris Smith’s Portland Transport blog.

I feel very lucky to have had the class so soon after my arrival in Portland. As I start to get more involved in the Portland transportation scene, having the background has already proven useful. And as Patrick and April, both themselves graduates of the class, reminded us, it’s not just what you know, it’s who you know, presenters and fellow students alike, that may help you get things done in the future.

I didn’t notice this at the time, but Chris Smith posted our presentations from the December 3rd Traffic and Transportation class session on his blog at Portland Transport.

If you’ve been waiting for me to get my act together, wait no longer — the PDF is available there. A few entries later is David Sweet’s NE Fremont project, which truly was the most impressive in how much he had already accomplished. It was inspiring to me to see how much time and effort he had put in, how many people he had spoken to, and the creativity he used in securing funding.

I’ve been working on a post about my experience in the class, but it needs some cleaning up. I’ll try to get there soon, as a complement to this post.

BikePortland this morning pointed to another musing on the ‘cyclist’ label from Streetsblog, which itself links to one from BikeSnob NYC. I like BikeSnob NYC’s definition too: someone who rides a bike when they don’t have to, and owns a floor pump. Though as a commenter points out, if you own a Topeak Road Morph G you don’t really need a floor pump. Oops, did I just out myself as a cyclist?

There’s a meme developing in the transportation community (especially the cycling community) that suggests that instead of using labels like “cyclist”, “pedestrian”, and “motorist”, we should talk about people and what they do. People walking, people cycling, people driving. The theory is that the labels create the idea that there are three separate groups of people with very different needs, behaviors, and perspectives. The fact is of course that we are almost all pedestrians at least some of the time, and many of us accommodate all three labels: we drive, cycle, and walk at different times. The groups are flexible and overlapping, rather than the separate entities that the labels seem to create.

While I agree that describing groups of people taking actions may be more effective in developing transportation advocacy and policy conversations, I can’t agree that there is no such thing as a cyclist, pedestrian, or motorist beyond the mode choice of the moment.

Last night before falling asleep, I was thinking about how I know lots of people who cycle sometimes, but not all or most of the time, and was wondering why they do and don’t cycle at various times. The key seems to be that they cycle when it is the most convenient (fast, effective) or the most enjoyable way of getting somewhere. Short trips are easy and fast, and longer trips are fun when the conditions are good.

Common reasons for not cycling are that it’s too far (ineffective), or that it’s cold, rainy, windy, or dark (unenjoyable), or that there are no appropriate facilities so it takes too long or feels/is dangerous (ineffective and unenjoyable).

I also know people who ride practically everywhere. Why do they ride practically everywhere? Because they think that cycling is always, or nearly always, the most effective or enjoyable way of getting somewhere. To me, this is what a cyclist is: someone who thinks that cycling is always, or nearly always, the most effective or enjoyable way of getting somewhere. A pedestrian and a motorist are likewise people who feel that their mode is the most effective or enjoyable way of getting places. I definitely know both pedestrians and motorists as well as cyclists.

Since I prefer not to drive (it’s never enjoyable to me, even though I sometimes decide it is the most effective mode) I suppose I would have to call myself a cyclist-pedestrian. Or maybe I’m just a rather pedestrian cyclist.

Which one are you? Or are you a mode-agnostic, equally content with any effective method of getting places?

Last night I went to Plan B (SE 8th and Main) for “An Evening with Roger Geller”, an interview of Roger Geller, PBOT’s Bicycle Coordinator, by Jonathan Maus of BikePortland. The main subject was the draft 2030 Bike Plan, which is likely to be adopted by City Council in January. It was a good conversation — by turns personal, wonky, political, and funny. My two favorite quotes, which I posted on Twitter during the evening, were:

You build for the future you want.

and

We’re talking to the choir a bit here, but it’s still important for the choir to show up to church.

The second one perhaps needs a little more context if you weren’t there. He was speaking in response to the concern that the conversation about the Bike Plan and cycling in general is not happening enough outside the ‘bike bubble’ of interested, active cyclists. Since despite my newcomer status in Portland, I’m certainly already inside the bike bubble, I don’t really have any idea, but I liked his point here and the analogy is fun.

You build for the future you want. Let’s build it out. Let’s get 5000 (clothed) cyclists to rally at City Hall. Let’s get more funding, so it’s not bikes or streetcar; or sharrows or bike boulevards, but both/and. Bike everything, all the time. Okay, maybe not, but I’m wholly enthusiastic, and particularly happy to know that they are planning to use all available traffic tools to manage the newer bike boulevards they will be building. Portland’s bike boulevards are sometimes more notional than actual, and still get crazy traffic. Put Ellen Fletcher Bike Boulevard-style diverters on them, take away the superfluous stop signs, and you’ve really got something great.

I found it interesting also to watch Roger’s deflection of fundamentally political questions. I don’t fault him for this, as it is really up to us, as citizens, to get politics and political will and funding stuff going, but it was interesting to see. At one point he commented rather simply “no” when asked if there was tension between being a cyclist personally, and believing in cycling, and building out infrastructure with all its many challenges and compromises. I saw in that an admirable passion for doing concrete things to advance cycling, even if it’s sometimes unclear which concrete things will be the best in the long run.

Tonight was a view from a different level: Gordon Price presenting at the Portland building, as part of my PSU/PBOT Traffic and Transportation class. Our coordinator had promised us a really great presentation, really great, but I have to admit I was skeptical. We’ve sat through a lot of presentations, many of them interesting, in the eight sessions we’ve had.

But this one was really fantastic. I was incredibly impressed by Mr. Price, in both style and substance. It probably helps that he totally reminds me of my dad (who is also a balding, sixtyish Canadian professor, albeit one who has mostly lost his Canadian accent over the years).

He had a comprehensive presentation about the development and state of the auto-dependent society, and not one that totally relied on numbers and text but which effectively used images of all kinds — photographs, maps, 3D maps, charts — to tell the story of the auto-dependent landscape vs. the human-scale landscape. He took examples from all over the US and Canada (even San Mateo, CA, where I used to live).

What I was most impressed with was the way his presentation explained what the auto-dependent society gives us that we want. We want privacy, space, autonomy. Obvious, right? But it’s overlooked so often in discussions about transportation and land use; it’s seen as obvious that we in fact don’t want suburban sprawl. Or if we do, we shouldn’t because we are bad people to want something that is so clearly bad in its end-stages. But it comes out of human impulses, human desires. No, it doesn’t work, but it’s important to respect the point. Even in high-density areas, he pointed out, household sizes are tiny. People occupy a ton of space per person compared to what they used to, so in order to fit enough people in, we have to go up, up, or otherwise be clever about space usage.

Some favorite quotes:
“Motordom never really worked on its own terms.”
“…an urban region designed for the car.” (a perfect description of 95% of the Bay Area)
“They laid out a continent that way…we walk in chains.”
“Congestion is our frind. You’re going to have it. Where do you want it?”
“If they can do it in Detroit, there’s gotta be hope.”

And the most interesting for me personally:
“As a cyclist I am not a big fan of rail in the street.”

Last, a relayed Tom Robbins, that I liked because of my interest in systems:

A truly stable system expects the unexpected, is prepared to be disrupted, waits to be transformed.

I’ve been curious about the cycletrack on SW Broadway since it opened a few weeks ago, and today I decided to go check it out on my way back from SE.

My impression of it was overall positive. It’s fairly clearly striped, and most of the left-turn boxes seem to be well-placed, although one of the first ones didn’t seem to line up properly with the road it was turning onto. It’s nice to be out of the flow of traffic a bit, especially going uphill like that, although as someone who’s accustomed to being in traffic I also found it kind of weird and disorienting.

However, the placement of signals isn’t ideal. The traffic signals are primarily over “in traffic”, where the cars are. It would be helpful to cyclists, who no longer have the cue of “oh, people next to me are stopping” (because there is an intervening row of parked cars) to have the signals moved closer to the cycletrack, or a new signal installed. Otherwise I predict some clueless red-light running. Though now that I think of it, maybe it doesn’t matter if you run the lights, since all the streets there dead-end into PSU campus. It’s very much like the situation on Evelyn in Mountain View, where the train tracks stop the streets from going through. U-turns or sloppy left turns are the primary danger on Evelyn, but Oregon is a prohibited-unless-permitted state for U-turns.

Although there isn’t noticeable signage warning pedestrians about the cycletrack, I did witness several pedestrians (on a quiet Sunday) clearly looking twice before stepping into it — luckily for me, and possibly for them as well. Still, I would feel more comfortable if the hatch-marked area and the sidewalk included a warning or two.

These are relatively minor quibbles, but I also have two major quibbles. The first was that a car was parked in the cycletrack. Just parked right there. This was also reported by some BikePortland commenters in the linked entry above. Clearly some people are missing the message. Enforcement would be good; possibly better would be having the special green striping throughout the cycletrack. I thought they had done this actually, and was surprised to find they hadn’t. It’s a special facility; why no special paint? This could also serve as the pedestrian warnings I feel would be useful, killing two birds with one stone. Green = bicycle = no parking and watch out.

The second major quibble I had is the beginning of the cycletrack. It starts at an intersection where the rightmost car traffic lane is right-turn only. The intersection has a green-painted bike lane and a bike box, as well as a sign I have become unfortunately familiar with whose meaning is “You’re about to turn across a bike lane, yield to cyclists”, but that doesn’t change the fact that it’s really bad design to have through cyclists to the right of a right turn lane, especially right where a cycletrack starts so that most cyclists are almost certain to be going through and the area clearly has heavy bike traffic.

I have a feeling that I have a particular dislike for this configuration that doesn’t afflict PBOT’s bike facility designers, because this setup drives me nuts in two other locations I frequent: the approach to the Broadway bridge where Broadway crosses I-5, and the exit from the Hawthorne Bridge to city streets in SE Portland (actually an exit lane vs. a right-turn-only lane, but it’s the same basic problem). It may be because I’m accustomed to setups where the bike lane generally jogs to the left before the intersection, or where the bike lane is dotted to indicate that traffic should be mixing according to destination direction instead of by speed or vehicle type (vehicular cycling behavior). I just don’t believe that you can make cyclists safe in this situation by painting the road. Right hook situations are dangerous and in my experience are best managed by good merging behavior, not by paint and faith.

But aside from those major quibbles, this is an interesting facility and I look forward to seeing how it works and how it evolves.

I’m planning to send my written comments to PBOT through the PortlandOnline system, which took me a while to figure out how to do, but you can also call them at 503-823-CYCL.

This morning I went on the Portland ByCycle Autumn Adventure to Vancouver and back via the two I-Bridges.

In a previous entry I described the ByCycle rides thus:

These rides are awesome. They start after work and end before dark, are hosted by incredibly friendly and knowledgeable city staff, and explore Portland’s bicycle infrastructure and nifty places.

This was a special ride, happening on the weekend rather than after work, and longer than the after-work rides: 25 miles rather than 5-10. Since it says 25 miles right on the description, and I knew perfectly well it was four or five miles from my apartment to the starting point, you’d think I’d be pretty clear that it was going to be a longish ride. But somehow I wasn’t: I kept thinking 20 miles, because it says 2 hours and the usual PBC pace is ~10mph.

Furthermore, yesterday in Portland it was in the eighties and sunny — a perfect, warm, late summer day. But today proved true to the “Autumn” epithet of the ride. Even now at 3:30, it’s only 68 degrees. This morning it was 58, and raining. I also somehow had a hard time believing it was really going to be wet and yucky out there, even though it said so clearly in the forecast.

So my brain was not really ready, and the adventure was more adventurous than I anticipated. I was wearing long shorts and a short sleeve jersey and jacket, and my summer gloves. My jacket was soaked through before I even arrived at Peninsula park, although I was doing fine staying warm. But after we started out at the group’s slower pace, in a continuing rain, and headed out toward the Columbia river with its associated wind, I got colder and colder, and my left thumb actually went numb — I couldn’t feel it properly when I rubbed against it. It became clear that I should have been wearing leggings and fall/winter gloves, and possibly arm-warmers as well. (My legs were warm enough, but most likely keeping them warm made it hard to make enough heat to keep my immobile hands warm.)

Fortunately, one of the wonderful Transportation Options staff managing the ride, Janice, lent me a pair of winter gloves that she wasn’t wearing. I was infinitely grateful for these as we went up the I-205 path: a bike path sandwiched in between two four-lane freeway segments. The path itself was like a normal bike path (blocked off with a low fence, two-way and about 5 feet wide in each direction) but was very, very wet, and very, very loud: probably one of single the least pleasant cycling experiences I’ve ever had. I felt deaf and headachy for a while afterward.

After we got over to Vancouver, it stopped raining for the most part, and with the gloves I felt more comfortable and enjoyed the paths we took along the river. Unfortunately, one person broke a chain, and then another later took a spill on some diagonal railroad tracks. I was very impressed with how well the staff handled everything — they were totally calm and cheerful about it. I was able to offer some band-aids that I often bring with me on rides (though no neosporin; it was in the cabinet at home).

On the way back, it finally cleared up and I was mostly dry (except for my poor sopping wet gloves, socks and shoes) by the time I got back. As the Ecotrust Hot Lips Pizza was on my route back, I decided to stop there and dry out and feed myself. Yum.

The whole ride was quite fascinating even aside from the weather. The first section was through low-traffic streets in North Portland, and then in an area west of the airport that seemed like it was almost in a different city/decade — quiet, semi-rural roads and houses. Very nifty. Then Marine Drive and the Marine Drive path to the airport and the I-205 path — a narrow bike lane, and a nice wide multi-use path, but very wet and windy.

The approach to the 205 path was quite well signed and designed — the street crossing of Marine Drive wasn’t signalized, but it was signed, with a light-activating button, and junctions were fairly clearly marked. Getting off on the other side was the same way — the path came down, veered left, and abruptly we were in a quiet neighborhood full of trees, then on a quiet street.

The paths on the Vancouver waterfront were impressive, wide and smooth, with new condos behind them and lots of trees, bushes, and other plant life. We went through several parks and saw lots of signs for the path showing that a lot of effort was recently put into it to revive the waterfront area.

The I-5 path was a totally different story. Although plenty of signs (similar to Portland’s green bike route signs, with distances and directions) directed us there, once we reached it we had to cross the street in a random and nearly unmarked spot. The path itself is set to one side of the bridge, and is one-way on that side (I assume there’s another side but didn’t see it). It’s a shared bike/ped path that is not even wide enough for a bike to pass a pedestrian unless the pedestrian ducks to one side when a pillar isn’t in the way. Still, the experience was less inherently unpleasant than the 205 path (quieter, because you’re to one side and have some steel supports between), and the bridge itself is certainly more attractive — like the Hawthorne Bridge on crack, kinda. (I can’t believe anyone wants to replace it with a 12-lane monstrosity, but that’s another story. ) But when you get to the other side, the access is TERRIBLE. Words are inadequate to convey its TERRIBLENESS. You have to get off the path, go around in a confusing way, cross the street a few times, ride on the sidewalk, cross the street again, and finally you’re on a path, which then curves around confusingly again. I have no idea where we were, and I’m so glad that I did it with a group led by someone who knew the way.

The fact that it’s so completely easy to take I-5 in a car to Vancouver (I’ve never done it but I can tell you how to do it from my place) and so completely confusing to navigate and/or unpleasant to do it on a bike is a classic example of how our transportation system is set up to encourage driving. It’s easy to drive; on a bike, it takes dedication to navigate and a certain amount of chutzpah to deal with the unpleasant noise and limited facilities on offer.

The freeway-crossings part of this was sufficiently educational that I’m glad I went, even if I did get wet and cold. I do like riding in the rain — I just don’t like doing so at 10mph when I’m underdressed. Can I suggest an optional, but planned, mid-route coffee break next time?

I’ve been wearing my FiveFingers around town (mostly to work and back) this week and last week, on and off. Flat concrete remains a tough surface for me to walk on. Every time I start again, I feel like I’ve gone back to square one, with the hurting heels. But there have definitely been moments when I’ve gotten everything in sync and walking feels totally different but very comfortable. It’s the same general principles as I listed before — shorter strides, more hip movement, better foot usage. But sometimes it only seems to ‘help’ (I still feel uncomfortable, but less so) and sometimes it all lines up and everything feels just right.

It reminds me a bit of what used to happen when I took Feldenkrais lessons — everything would get lined up for a while and moving would feel really cool and comfortable, then it would go back to normal. Line up, go back, line up, go back. I’m not sure I ever got any of the neural rewiring from Feldenkrais to really ‘take’, probably mostly because I didn’t keep practicing it — it was easy enough to keep moving the way I was moving (and the serious problem that I was trying to address through Feldenkrais and other movement therapies, my RSI, was eventually addressed through another method entirely). There’s a great temptation to go back to the habitual patterns of movement because the transition is slow, difficult, and sometimes uncomfortable. But knowing that from Feldenkrais I’m more willing to keep trying with the FiveFingers until it finally clicks in (for good, or at least for most of the time). Or it doesn’t. But it’s a fun experiment.

For now though, my heels are sore: back to my Keens.